News about Europe's largest port and world No.3


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World Port Center, HQ of the Rotterdam Port Authority.
Architect: Sir Norman Foster.
Picture by Jan Klerks


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History - From 1320 until today.


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Rotterdam in the year 1340

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Dutch East India ships near the city of Rotterdam.

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Admiral De Ruyter's flagship 'The Seven Provinces' with 80 canons was built in Rotterdam.

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Rotterdam in the year 1652 - Golden Age of the Dutch Republic

1400 - 1800: Rotterdam a fishing village
Rotterdam was established in the second half of the 13th century as a fishing village. The Rotte tributary flowed into the bend in the river Meuze (Maas). It was here that the herring fishermen used to unload their catch. These fishermen were the first inhabitants of the town after a dyke was built to protect Schieland from the river. Rotterdam became a true town with municipal rights in 1328.

Rotterdam gradually developed into a prosperous merchant port. The first harbors were constructed between 1600 and 1620. The area began to fill up with warehouses, breweries, sugar refineries, gin distilleries, shipyards and ropeyards. Following the setting up of the United East India Company (VOC), trade and shipping rapidly increased. Industry also flourished. The 17th and 18th centuries were ‘golden’ centuries.

1800 - 1900: Construction of the New Waterway
During the French occupation from 1795 to 1813, trade declined and industry disappeared. Over the years, moreover, the entrance to the port silted up. In order to reach the city, ships sometimes had to sail the long way round via the south of the country. In 1858, Pieter Caland put forward his plan to cut through the ridge of dunes at the Hook of Holland so as to give the river Rhine an artificial estuary. On 9 March 1872, Richard Young sailed the first ship along the New Waterway.

The construction of this new link with the sea more or less coincided with the end of the Industrial Revolution. The introduction of the steam engine led to large-scale development of the steel industry, especially in the German Ruhr region. The iron ore for this purpose came via Rotterdam that up until the Second World War developed into the most important transit port for Germany. Eighty per cent of the cargo in the port concerned goods in transit to or from our German neighbors. The city and port grew considerably. While in 1795 Rotterdam had a mere 53,000 inhabitants, in 1850 it had a population of 85,000, in 1895 around 220,000 and in 1910 approximately 418,000.

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Admirality-wharf 'De Maze'.
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Sight on the river and the city.
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Ship building.
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The river 'Maas' 1841
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1920 - 1940: Excavation Waalhaven and set up of the RMPM
At the beginning of the last century the port substantially expanded. A whole series of harbors was constructed by the municipal authority. One of the biggest achievements was the excavation of the Waalhaven (1922). With a water surface area of 219 hectares, it was then - and is still today - the biggest excavated harbor in the world.

The Rotterdam Municipal Port Management was set up in 1932. It was essential to tackle the development of the port more purposefully and systematically. This was largely dictated by the failure of negotiations concerning the establishment of the American Ford automobile factory and the construction of storage sites for fertilizer from the French potash mines.

The Rotterdam Municipal Port Management consisted of the Port Authority and Pilotage Service headed by the Harbour Master, an economic department led by an administrator and a department immediately under the director in which the Municipal Commercial Sections, the lease of sites and quays and the development of the port expansion plan together with maintenance of the requisite technical documentation were placed.

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The 'Nieuw Amsterdam' of the Holland America Line

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1945 - 1965: Europoort and the Maasvlakte
Ships were constantly increasing in size by the late 1950’s. One of the factors behind this change was the political instability in the Middle East. In 1956, Egypt closed the Suez Canal. The implication of this was that ships were forced to sail around the South African cape. This and other factors made it worthwhile to increase the capacity of ships like oil and petroleum product tankers. At the same time, in 1957 Rotterdam was benefiting from the formation of the European Economic Community (EEC), the current European Union. To maintain an advantageous position in the member states, companies from outside the EEC, including American companies, considered establishing operations in Europe. From the second half of the 1950’s, many large, mostly multinational, corporations were on the lookout for new business property in politically stable areas and on deep water. The search was intensified not only for lots for cargo handling but sufficient space for industrial activities, including the (petro)chemical sector as well.

The Port Management realized that after the completion of the Botlek project even more new industrial zones had to be created near the sea. In 1956, the Port Management submitted a plan to the city council for the construction of Europoort. The go-ahead came in November 1957. In contrast to the Botlek project, the acquisition of the necessary agricultural lands proceeded with less difficulty. Before long, in 1960, the first oil tanker moored in Europoort. The realization of the new district took place in three phases. The complex would contain large lots for (petro)chemical operations and what would become the 4th through 7th Petroleumhaven, Beneluxhaven and Dintelhaven as well. The Calandkanaal gave Europoort its own connection to the sea.

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Picture by vandeneijk.com (http://www.vandeneijk.com/Album%20Old%20Rotterdam/Origineel%20Old-Rotterdam/slides/Maashaven%201930.jpg)

The demand for land continued unabated into the early 1960’s, so much so that where necessary, building permits were issued in as little as 24 hours. The expansion placed heavy demands on the Port Management’s engineering department. Designs for new port facilities needed to be constantly adjusted to keep up with the requirements of the ever-growing tankers. In 1964, the Port Management received a congratulatory telegram from the Port Authority of New York. With a cargo handling volume of 96 million tons, Rotterdam superseded New York in 1962 as the world’s biggest port, and has managed to hold this position to this very day.

Although Europoort was not even completed yet, The Netherlands Department of Public Works conferred with Rotterdam regarding the construction of the dams needed for the Maasvlakte in 1965. The Maasvlakte is the port’s most recent completed expansion project, having increased the port and industrial area by 3,000 hectares to 10,000 hectares. In contrast to all previous expansions, the Maasvlakte is land reclaimed from water rather than land dug out to create water.


1966 - today: The arrival of the container
The portscape was gradually undergoing transformation when the container entered the scene in the mid-sixties. The first container ship arrived in Rotterdam on 5 May 1966: the m.s. Fairland with 226 containers on its deck. The container revolution led to the setting-up of ECT, the Europe Container Terminus, with its Home Terminal in Eemhaven. Container traffic developed rapidly. By 1968, the port of Rotterdam was handling around 65,000 containers (TEU), in 1969 121,000 and in 1971 around 250,000. The 1 million milestone was achieved in 1978 and by 1986 2 million containers has passed through the port of Rotterdam. By 2000, this figure had increased to 6.5 million TEU. Most of these are handled on the Maasvlakte at the ECT Delta Terminals.

The most important activities of the port currently take place close to the North Sea, 40 kilometers from the center of Rotterdam. More than half the port’s total transhipment takes place there on the Maasvlakte. Now, the port and industrial complex of Rotterdam is one of the most important petro-chemical centers in the world, along with Houston and Singapore. The port leads the way in the transhipment of oil, oil products, containers, fruit, coal, ore and scrap metal.

future >> Maasvlakte 2 expansion.

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Agreement on funding port expansion
The State, the municipality of Rotterdam and Port of Rotterdam have today concluded an agreement on financing for the construction of Maasvlakte 2,the plan to expand the port of Rotterdam. The construction of Maasvlakte 2 will cost € 2.575 billion. According to the agreement, the State will take a 33.3 percent interest in Port of Rotterdam as of 1-1-2006. Port of Rotterdam CEO Willem Scholten: “This a an extremely important agreement. The expansion will give businesses the opportunity to grow in Rotterdam. Maasvlakte 2 will be an excellent location. Right on the sea, and with good hinterland connections. Construction can start in 2006 and the first sites will be available for clients in 2010. That will be in time– in conjunction with the

current increase in capacity on Maasvlakte 1 –to accommodate the ongoing growth in Rotterdam.” Maasvlakte 2 will be constructed in the North Sea, immediately to the west of the current Rotterdam port area. It consists of 1000 ha of commercial sites, for container handling, chemicals and distribution. Maasvlakte 2 will be able to welcome the largest of ships, whatever the circumstances. With this expansion, the Rotterdam port area will be enlarged with 20 per cent.The Port of Rotterdam CEO is also enthusiastic about state participation in Port of Rotterdam: “This participation by the State is a sign of the port’s national importance”, according to Willem Scholten. The State will take a 33.3 percent share, by acquiring newly issued stocks to the value of € 500 million. The municipality of Rotterdam will retain the remaining 66.7 percent.

Maasvlakte 2 is part of Rotterdam Mainport Development Project. The aim of this project is to improve both the economy and the quality of life in the Rotterdam region. The two other components are the creation of a new 750 ha area around Rotterdam, devoted to nature and recreation, and a number of projects geared to making more intensive use of the existing space in Rotterdam’s port area. In the agreement, the State, the Municipality of Rotterdam, the Province of South-Holland, Rotterdam Metropolitan Area and Port of Rotterdam have reached an understanding on how all three projects will be financed. Investments in the new nature and recreation area, the projects in the existing port area and the compensation for damage to nature caused by the construction of Maasvlakte 2 total almost € 500 million.
Port of Rotterdam - 25-06-2004


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Euromax terminal
New Maasvlakte container terminal with approximately 1.7 million TEU-capacity.

The company Euromax, a joint venture between Europe Container Terminals (ECT) and P&O Nedlloyd, is developing a large new container terminal: Euromax Terminal. This new container terminal in Rotterdam will be situated almost directly on the North Sea at the Maasvlakte of Rotterdam. The development of the terminal takes place in phases and in close co-operation with the Rotterdam Port Authority. In phase 1 the terminal site will comprise approximately 77 hectare that will become operational in 2007. ECT and P&O Nedlloyd have reached agreement to develop a new container terminal in Rotterdam: EuroMax, a 50-50 joint venture, will become operational early 2004. The new terminal will be developed and operated on a site, adjacent to the crude oil terminal MOT, in the most north western part of the Maasvlakte. It will form an important part of the operations of P&O Nedlloyd in North West Europe.

In the initial phase the site will cover an area of 86 hectares. The quay length will comprise up to 950 metres of deep-sea quay wall and 275 metres of barge/feeder quay wall. Initially the deep- sea water depth will be 16.65 metres. The capacity will amount to approximately 1.7 million TEU moves per year. Total investment amounts approximately 500 million guilders. Eventually the size of the terminal will extend to 125 hectares, with a quay wall of at least 2.350 metres in length, a water depth of 19.65 metres and a capacity of at least 2.4 million TEU moves per year. The new terminal will have ultimately a work force of approximately 900 employees. EuroMax will provide on-dock rail facilities and will be directly connected to the international road- and rail-infrastructure. Although dedicated to P&O Nedlloyd, the terminal will also cater for business of its alliance partners and third parties. In future shipping lines will be able to choose between different providers of terminal operations at the Maasvlakte area. Capacity at the existing ECT's Delta Terminal at the Maasvlakte would be fully utilised by 2006. EuroMax will create enough room for further growth until Maasvlakte 2 becomes available.

Commenting on behalf of P&O Nedlloyd, Director Rutger van Slobbe said: We are delighted that P&O Nedlloyd will now have a dedicated terminal in the port of Rotterdam which is a major hub of our operations in North West Europe. It represents an important step towards our goal of securing greater direct control of our terminal services and costs. ECT's president Carel van den Driest said: This 50-50 joint venture with P&O Nedlloyd perfectly fits in ECT's policy to fully focus its resources the coming period on strengthening its position in Rotterdam. In addition EuroMax will ensure room for growth for current and new customers on the Delta Terminal for many years to come.

EON power plant on the Maasvlakte

The core of the production park at E.ON Benelux is formed by the coal-fuelled
Maasvlakte power station and the combined heat and electricity generators
(WKC) Galileïstraat and RoCa3. The two-unit Maasvlakte power station is
notable for the very high level of availability realised for this type of unit.
Availability is the number of hours per year during which electricity can be
produced in relation to the total number of hours per year. Unit 1 is listed in
the Guinness Book of Records, with 13,000 hours non-stop production.
These results are realised thanks to the combined input of Energy
Engineering Services, Production and Maintenance.

The design of the power station also makes it ideal for additional fuelling with
a range of liquids and solids. At present biomass is already being used for this purpose.

From the environmental angle the design takes account of ending the
ancillary effects of using coal to generate electricity. Key measures to
protect the environment as much as possible include roofing over the
conveyor belts to avoid dust, removing fly ash from flue gases before these reach the
atmosphere removal of the SO2 from the flue gases, and limiting
the maximum temperature of cooling water permitted for taking these out to sea.

Generation
The coal-fired power station on the Rotterdam Maasvlakte is E.ON Benelux's
biggest power station in the Benelux area. Originally it ran on natural gas and
heavy fuel oil. After conversion in the 1980s Maasvlakte is now the only 'coal-
dust fired' power station in E.ON Benelux. Reasons for using the cheaper (pit)
coal include: reducing dependence on oil and gas. However, where necessary both units can still switch to gas.

The units operate with a conventional steam cycle with single reheating and condensation.

Steam conditions:
Fresh steam
180 bar
540 C
1600 ton per hour at full rate

Reheated steam:
47 bar
540 C

Each unit has five powder mills that grind coal (180 ton per hour at full rate)
into fine powder, which is burned in the boilers in combination with air.
The heat released turns the water into steam. In turn, this steam runs the
turbine, which is linked to the generator (dynamo). The electricity generated
here is supplied to the grid, via a transformer, at 380,000 volts.

The two chimneys are 171.5 meter high.

FIGURES


Best half year ever - huge container increase
Accelerated gowth

In the first half of 2004, 177 million tonnes of cargo was transhipped in the port of Rotterdam, 8 percent more than the first half of 2003. Outgoing trade increased more noticeably than incoming trade (6.7% and 11.6% respectively) and general cargo grew almost twice as fast (12%) as bulk cargo.

Only the amount of coal handled was down (2%) on the first half of last year. The other categories of goods grew: agribulk (+10.6%), ores and scrap (+7.6%), other dry bulk (+6.6%), crude oil (+5.3%), mineral oil products (+13.2%), other liquid bulk (+5.6%), roro (+5.5%), containers (+13.3%) and other general cargo (+7.8%). In numbers, container throughput increased by 12% to 4 million TEU (20-foot units). The prospects for throughput in the second half of the year are good.

Willem Scholten, Port of Rotterdam CEO: “Eight percent more throughput is unique. Such across-the-board growth has seldom happened before, if ever. The rise of China, in itself and as a catalyst for developments elsewhere, is playing an important role. The broad distribution points to more than this, however. In the past couple of years, investment has been heavier in the port than anywhere else in the Netherlands. And now it’s payback time. Investment pays”.

Dry bulk
The total quantity of dry bulk increased by 5% to 45 million tonnes. The upward movement in agribulk (grains, seeds, raw materials for animal feed) throughput that started last year is continuing: +11% to 5.4 million tonnes. This is due to the incoming trade in derivatives and tapioca for the mixed feed industry. Soya bean imports and grain exports fell. In the second half of the year, imports of tapioca will decline, so that annual results will probably be a little below the 2003 level.

About 250,000 tonnes less coal was handled. A few ships had to divert to other ports due to capacity problems. In addition, it is a tight squeeze for the very large ships, “capesizers”, and the smaller “panamaxes” are more often used. These can also be accommodated in rival ports. Due to start-up problems, the new EECV terminal was unable to compensate adequately. Throughput was down 2% to 11 million tonnes. In the second half of the year things are expected to improve again as a result of the increase in German imports and the return to service of the Amercentrale’s coal unit and the coal unloader at EECV.

Throughput figures for ores and scrap were almost 8% up, to 23 million tonnes. In the EU25, steel production increased by 3.5%. Demand is primarily from China, where there is also a great hunger for scrap. A significant negative indicator for the rest of the year, however, is the decline in German production of pig iron by 1.4%. Yet we can reasonably expect a slight increase in ore throughput for the year as a whole. Other dry bulk grew by 7% in comparison with the already excellent first half of 2003 (+15%), to 5.5 million tonnes. With production in the steel and chemical industry picking up, imports of minerals are also increasing further. Huge quantities of minerals arrive by “parcel service” from China and South Africa.

Liquid bulk
The total rose by 7% to 82 million tonnes. Incoming trade in crude oil experienced one of the best six-month periods in years, with an increase of 5% to 53 million tonnes. As in 2003, the refinery sector is doing good business: demand is high and margins are considerable. As no stops for maintenance work have been planned this year, annual throughput is expected to be 5 million tonnes higher.

Imports of oil products remained stable at 10 million tonnes, but exports rose significantly by almost 40% to 7 million tonnes. This can be attributed mainly to the transit trade in Russian fuel oil. Last spring, six VLCCs, each with a deadweight capacity in the region of 250,000 tonnes, set off with fuel oil destined for the Far East. For the lighter products, particularly petrol, the United States is the main destination.

The transhipment of other liquid bulk, mostly basic chemicals, was 6% up to 13 million tonnes. This is slightly higher than in the top years (for chemicals) 2000 and 2001, but results have actually been extremely good for the past five years. The Dutch Chemical Industry Federation expects a 4% growth in volume this year. This being the case, it is feasible that 26 million tonnes of liquid bulk could be handled.

General cargo
This sector had an extremely good first six months, with an increase of 5 million tonnes (+12%) to 50 million tonnes. In containers, imports were up by 13%, from 35 to 40 million tonnes. Both incoming and outgoing trade rose by about 13%. In numbers, this was in the region of 12%, to 4 million TEU (+500,000). The Far East is the motor behind the increase in container throughput. This is already creating a shortage of capacity at virtually every large terminal in Western Europe. ECT showed 20% growth – three times the expected rate – prompting it to take on extra staff and move forward investments.

In the second half of the year, total growth could increase due to the more intensive use of a number of deepsea terminals. Roll-on/roll-off increased by 5.5% to 5.5 million tonnes. A little more than half of this is outgoing trade. The increase is the result of the growth in trade between the UK and the continent. Cobelfret Ferries responded to this by increasing capacity to Purfleet. DFDS Tor Line decided to incorporate two calls in Rotterdam a week into its service between England and Sweden. Also related to England is the increase in the transhipment of cars: at the beginning of this year, Mazda entered into a contract with RCC/RCT for transit trade to Great Britain.

Due to a small 8% leap to 4.5 million tonnes, other general cargo returned to its 2000 level. New in 2004 were the “all weather terminals” from Gevelco (steel from Sweden and paper from Portugal) and DFDS Tor Line (new in paper, from Norway). These terminals will have a greater impact on the results in the second half of the year. In the first six months, LASH shipping (a lot of steel going out, paper, rice) to/from the United States and incoming trade in fruit and vegetables (+20%) from South Africa and South America also did well.


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FAMAS (First All Modes All Sizes)
The port of Rotterdam has a name to uphold when it comes to innovations in container throughput. As long ago as the nineteen-eighties, ECT developed an automated throughput system that became an example for terminals in Singapore, Hamburg and Antwerp. Twenty years on, it is time to go a step further. The increase in scale in container shipping is putting so much pressure on landside and seaward handling that it is questionable if the current terminal concepts will be adequate in the future. In addition, we have the opportunity to create the most ideal layout for a large ‘greenfield’ area, the Second Maasvlakte.

Flexibility and structure
The Port of Rotterdam (Havenbedrijf Rotterdam N.V.) has therefore taken the initiative for the FAMAS project: First All Modes All Sizes. This involves co-operation between authorities, businesses and knowledge institutes (see participants downbelow). The aim is to develop a new generation of container terminals, service centres for hinterland transport and inter-terminal transport systems for Maasvlakte 2.

Three peninsulas
The starting point is that Maasvlakte 2 will process 5.4 million TEU in 2020 and have a final capacity of 8.6 million TEU. Maasvlakte 1 will have reached its maximum capacity of 8.7 million TEU in 2020. In addition, a number of performance indicators were devised. Simulation studies subsequently produced the desired layout for Maasvlakte 2. FAMAS aims at three peninsulas, instead of one long quay. This produces the best possible ratio between quay length and terminal site. The ships berth in inlets, on the long side of the terminals. For nautical reasons, the side along the main fairway remains free. The key question when designing the peninsulas is: central or decentralised handling of the different modes of transport to the hinterland? In the compact variant, all modes of transport are handled within the terminal gates, in the distributed variant, only trucks. For rail and inland shipping, there are service centres nearby. In between is the combi variant, in which trucks and barges are handled. All three variants deal with trucks in their own way. There are therefore no separate provisions for a service centre. Although the share of trucks is declining , to 37% on Maasvlakte 1 and 2 by 2002, separate handling still produces too many inter-terminal movements.

Compact organisation: all modes of transport on the terminal
As the compactly designed peninsulas handle all modes of transport, the number of inter-terminal movements is low (1.4 million containers). It is also possible to exchange containers rapidly between the modes of transport because they all come close to the central stack. The planning of specific facilities at the terminals does, however, produce a lower space-productivity ratio: about 20,000 TEU per hectare a year. The modes of transport to the hinterland must also call at several terminals and more infrastructure is needed to provide access to all sea terminals for road, rail and inland shipping. For the latter, there is a separate quay at the end of the inlet. The compact model is most suitable for shipping companies wishing to plan and check their own operations.

Distributed organisation: truck-handling only on the terminal
By making use of specialised rail and inland shipping service centres, the sea terminal achieves a higher site-productivity ratio (30,000 TEU per hectare a year). The quay and crane productivity ratio is also higher as the chance of disruption to loading and unloading operations is more limited. This means lower costs for the terminal operator, but also for the hinterland carriers because they do not need to call at as many terminals. On the other hand, the number of inter-terminal movements is large and containers are available later. This concept also relies heavily on the quality of the advance information on the destination.

Combi organisation: barge- and truckhandling on the terminal
As trains are not dealt with at the terminal, the hybrid form offers a fairly intensive use of space. The number of inter-terminal movements remains at a manageable level: if all peninsulas are designed according to the combi principle, 2.5 million containers.

Combi layout Maasvlakte 2
It is theoretically possible to apply the same organisation to the three peninsulas. If you only choose the distributed variant, you get over five million terminal movements a year. In other words: five hundred containers are permanently on the move on the internal tracks. This might well be done using automated vehicles, but does require two sets of triple tracks. There is not enough room for this. In the other two variants, two sets of double tracks are required, and that seems feasible. Choosing a compact layout for all peninsulas produces a lower space-productivity ratio and that translates into higher costs.

An evaluation was also held with market parties: a shipping company, a terminal operator and the three modes of transport to the hinterland. Depending on their position, there was a marked preference for or rejection of the two extreme variants. The combi variant received a positive assessment on all aspects. Based on this, together with the performance indicators, we are therefore assuming, in this phase, that all three peninsulas will be based on one variant. This provides optimum flexibility. In addition, there is a lot of freedom in terms of hinterland transport. Freight barges can be handled at the sea terminals or at a service centre. When handling trains, the choice is still open: at the terminal or at a separate rail centre. The picture presented here does not mean that the Second Maasvlakte will actually look like this. There is still a lot of freedom. It is the stevedores who ultimately decide what the terminals will be like. There are still enough uncertain factors too, for example regarding private access to the Second Maasvlakte from the sea, access for inland shipping and the location of a Distripark expansion.

Participants:
- Port of Rotterdam (Havenbedrijf Rotterdam N.V.)
- Europe Container Terminals (ECT)
- Ballast Nedam Engineering
- TNO
- Tebodin Consultants & Engineers
- Arcadis
- Connekt Kenniscentrum voor verkeer en vervoer
- Trail (The Netherlands Research School for Transport, Infrastructure and Logistics)


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EMO coal/ore terminal
The full service gateway for coal and iron ore

The deepwater EMO transhipment terminal, located at the Maasvlakte Rotterdam, is an outstanding feature in the dry bulk sector. With unrivalled flexibility this efficient, highly-geared facility accommodates the largest ore and coal carriers active in ocean trading. At the same time it provides sensitive handling for cargoes in smaller sea-going ships, including coasters.
It also emphasises enhanced, client specific services such as blending, processing and screening. Against competing ports in the Le Havre/Hamburg range Rotterdam has a dominant share of the dry bulk market. Annually it handles as much as 50 per cent of total iron ore traffic and 40 per cent of all coal traffic.Far most of the iron ore handled through EMO has its origin in Brazil. Most of the coal through the terminal originates in South Africa.
www.emo.nl

The former unitcentre/hanno container terminal (now ECT)

Container Cranes Gantry Cranes Mobile Cranes
3 x Nelcon
2 x Liebherr
2 x Liebherr

Span 20,00 20,00 -
Back reach 16,00 15,25 45,00
Out reach 43,00 45,00 45,00
Spreader height ab. quay 30,00 33,00 40,00

SWL, under rope - - 100 tns
SWL, under twinlift - 48 tns -
SWL, under single lift 38,1 tns 40,0 tns 38 tns

Terminal Area 330.000 m2
Quay frontage 1.500 metre


see[:B] www.containershipping.nl


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P&O North Sea Ferries / Stena Line (to Hull and Harwich)

[B]PRIDE OF ROTTERDAM (P&O NSF) Europoort to Hull.
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The Pride of Rotterdam (along with its sistership the Pride of Hull) is one of the world's largest ferries, working the route between the ports of Hull and Rotterdam. The construction of the ferries was carried out at Fincantieri's Marghera yard in Venice. The Pride of Rotterdam took less than 14 months to build. The Pride of Rotterdam has an overall length of 215.1m (203.7mbp) and a moulded beam of 31.5m. It has a design draught of 6.05m and a 9.4m depth to main deck. It also has a gross tonnage of 59,925t, making it the biggest ferry in the world in terms of gross tonnage. It has a design deadweight of 8,800t and a scantling deadweight of 10,350t.

PRIDE OF ROTTERDAM FACILITIES
The facilities are based over twelve decks. The main public rooms and services centre around atrium area on Decks 8 and 9. Deck 8 incorporates the bureau de change, continental café and cyber cafés, shops and a children's area, as well as the hotel facilities reception. Dining facilities are located aft.he entertainment facilities include a casino, Irish bar, two cinemas and a double-deck show lounge. Deck 9 boasts a fully equipped business centre, wine bar and a la carte restaurant. There as also a lounge bar and restaurant exclusive to freight drivers. Decks 8 and 9 are connected by processional staircases port and starboard, while all the connecting decks are accessed by a main stairtower. The Pride of Rotterdam has 546 cabins with a total of 1,376 beds. Passenger cabins are forward on Decks 8 and 9 and aft on Deck 7, as well as being located throughout Deck 10. The vessel is managed by a crew of just 141, whose accommodation is on Deck 11. At the base of the funnel on Deck 12 lies a multi-functional sky lounge - the only public space - designed for access to the teak-planked sun decks outside. This sky lounge also serves as a piano bar and breakfast area.

Vehicles
For speed of turnaround, the car deck is accessed through a side entrance in the ship and consequently separated from the main freight deck entrance. The 2.7m-high car deck is designed to accommodate 250 cars, caravans etc. The freight capacity of the Pride of Rotterdam is 3,345 lane metres. These freight decks are accessed via an 18m-wide by 12.5m-long stern door/ramp from Hamworthy KSE. The main deck is completely flat for the easy loading of trailers. On boarding, the vehicles travel up one side of the vessel, turn in the spacious bow area, and then proceed back towards the stern on the other side. On Deck 3, a total of 1,483 lane metres (3.1m wide, 7m high) can be employed, while on Deck 5, the upper trailer deck is accessed via two Ham worthy KSE hoistable ramps, giving a further 1,560 lane metres. Each ramp is 58m long and 3.4m wide. While the deck is 4.8m in height, it is open aft, permitting the carriage of hazardous cargo. At the aft end of Deck 7 there is an exclusive area for drivers, featuring 14 single and 39 double cabins.

FERRY PROPULSION
The ferry is powered by four Wärtsilä NSD 9L46C engines, delivering a total output of 37,800kW at 500rpm. The ferry also has two Wärtsilä 9L32 auxiliary engines, giving an output of 4,050kW at 720rpm. The engines are linked via Schelde reduction gear to two Lips highly skewed propellers measuring 4.9m in diameter. This gives the vessel a service speed of 22 knots. The ferry is manoeuvred by two Fincantieri 2,000kW bow thrusters.
http://www.ship-technology.com/projects/rotter/


STENA DISCOVERY (Hook of Holland - Harwich)
http://www.ferry-site.dk/picture/ferry/9107590a.jpg


STENA HSS
*The world's largest fast ferry
*The fastest direct route to Holland
*99 minutes from Holyhead to Dun Laoghaire
*105 minutes from Stranraer to Belfast
*3 hours 40 minutes from Harwich to the Hook of Holland

The Stena HSS (High-speed Sea Service) is the flagship of the Stena Line fleet and is available on three routes. Powered by jet engines and equipped with the latest cutting edge marine technology, it cuts conventional journey times in half and has a unique hull design which holds the vehicle and passenger decks eight metres above water, giving a smoother crossing than any other fast ferry. This, combined with the wide choice of leisure facilities including shops, bars, restaurants and lounges, means your experience on board will be second to none.

-Gross tonnage: 19 638 t
-LOA: 127 m
-Beam: 40 m
-Draught: 4.8 m
-Speed: 40 knots
-Ship type: High speed catamaran
-HSS 1500 (High-speed Sea Service)
-Passenger capacity: 1 500
-Car capacity: 375
-Freight capacity: 50 x 16 m trailers
-Built/last rebuilt: 1997
-Shipbuilder: Finnyards, Finland
-Port of registry: Hoek of Holland
-Flag: Netherlands
-Owner: Stena Line
-Engines: 2 x GE LM 2500 + 2 x GE LM 1600
-kW/horsepower: 73 529 kW/ 100 000 hp
-Propulsion: Waterjets

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Kloosterboer

Kloosterboer Delta TerminalIn May 2004 this cold-store will start operating with a capacity of 62.000 pallets, supported by four automatic cranes. The greater part of the products handled are French fries and other potato related products. But other sorts of products (provided the pallets are piled correctly) can be handled as well. The in- and outtake of the products are fully automated.

ROTTERDAM BREAKS THROUGH 350 MILLION BARRIER
30-12-2004

(After 40 years, Rotterdam is no more the Worlds No.1 - surpassed by Shanghai. It still is by far Europe's largest port.)

STATISTICS


Exceptional growth

In 2004, the port of Rotterdam succeeded in breaking through the 350 million ton barrier. Cargo throughput totalled 354 million tons, 8% more than in 2003.

This means that last year’s record was surpassed by 26 million tons. This increase is thanks to the transhipment of coal (+7%), ores and scrap (+5%), other dry bulk cargo (+10%), crude oil (+4%), oil products (+22%), roll on / roll off (+5%), other general cargo (+7%) and containers (+16%). Container throughput rose by 16% from 7.1 million TEU in 2003, to 8.2 million TEU. The throughput of other liquid bulk cargo remained stable while agribulk throughput fell (-2%). Both total bulk cargo (+6%) and total general cargo (+14%) increased. Total imports rose by 7%, over 17 million tons, to 273 million tons. Exports increased by 12% to 81 million tons. The total growth is four times higher than the annual average of the highest long-term growth model. Only once has annual growth been higher: 11% in 1979.

According to the newly appointed chief executive officer of the Port of Rotterdam, Hans Smits: "In 1979, more than two-thirds of the 29 million ton increase came from crude oil. The increase now is more widely distributed and it can be justifiably said that in the space of just one year we have achieved an increase in throughput that is more than the total throughput of a middle sized European port. We are now seeing a better balance in the levels of bulk cargo and general cargo. In one or two years’ time, containerised cargo is likely to overtake even crude oil as the largest cargo sector. This strengthening of our position in general cargo, containers, ro/ro and other general cargo also had a favourable impact on our market share in Western Europe". Mr. Smits has the following to say on the impact of the emergence of China: "This factor is sometimes said to be most important cause, but I see it more as a catalyst in a much more complex process. What is taking place there is highly relevant, but the decisive fact is the way in which we respond to it".

Dry bulk cargo
The decline (-2%) in coal throughput in the first half-year was transformed into an increase (+7%) for the year as a whole. The result, 26.4 million tons, is in fact a record. There were initially capacity and technical problems at the terminals. These were largely solved and the sector then enjoyed an exceptionally good second half-year with throughput of 15 million tons. The basis for this was the increase in German imports, the re-opening of the Amer power plant and better distribution of the ships.
Agribulk was unfortunately unable to continue the good level it achieved in 2003. The first half-year was still excellent (+13%) thanks to the import of raw materials (especially tapioca) for the mixed feed industry. In the months that followed, throughput rapidly declined: stocks had been replenished and there was a lack of outgoing cargo due to low EU grain stocks.

The increase in throughput of ores and scrap, up to a total of 42 million tons, rose more or less parallel with the increase in EU steel production (first 10 months): around 5%. The demand for steel in 2005 is expected to remain stable. Where Rotterdam is concerned, the approaching closure of a blast furnace in Liege may lead to a decrease in ore throughput.

Another 1 million tons (+10%, to a total of 11.6 million tons) of other dry bulk cargo were handled. As in 2003, important mineral processing sectors such as the building, paper and metal industries, chemicals (paint, rubber, plastics) continued to use more raw materials despite higher prices. The "parcel services" (for part cargoes) have been operating successfully and the 16% increase in exports indicates a strengthening of Rotterdam’s hub function for other ports.

Liquid bulk cargo
Crude oil imports (+3%, +3.3 million tons to a total of 103 million tons) were the highest since 1980. Despite high oil prices, refinery margins remained at a very good level and the refineries operated at full capacity without technical stops. The plants in Rotterdam have been radically modernised and can consequently also process cheaper (heavy) oil. An important source of this is Saudi Arabia which increased its production. In addition, there is a shortage of refinery capacity, particularly in the USA, while the demand for petrol is increasing. In Europe there is a growing demand for diesel. The result of this is disruption to regional balances that were compensated for by very active imports and exports, as much as 40%, of oil products. This led to a total of more than 33 million (+22%). The transhipment of Russian fuel oil to Asia was mainly concentrated in the first half of the year. Later on, the price difference with Asia was not sufficient, with high transport costs. Other liquid bulk cargo, chemicals (approx. 80%), oils and fats (approx. 18%), fruit juices (approx. 2%), has shown a rising trend since the early eighties. This sector has in fact experienced top years right from 1999 and since the record year in 2000 has repeatedly achieved 25 million tons. This was also the case in the past year, in which product throughput declined towards the end of the year.

General cargo
Containerised cargo handling rose in comparison with 2003, from 71 to 82 million tons. Growth in incoming containers is slightly higher (19% compared with 14% outgoing) and was higher in the second half-year than in the first. Expressed in TEUs (units of 20 feet), the increase was 15.5%, to a total of 8.2 million TEU (+1.1 million TEU). Rapidly growing countries and regions are Central and South America, particularly Brazil, (an increase of some 40%) and China. In 2004, this country supplanted the United States as the second container country for Rotterdam. The United Kingdom continues to be number one thanks to the stable development of short sea transport and the increase in feeder transport on the east coast of England. The Baltic region is thereby also becoming an increasingly important European destination. Many containers return empty from the Baltic and go back to Asia via Rotterdam. The increase in throughput of full and empty containers is consequently similar: around 15%. Container handling capacity in Rotterdam is being increased. In the second half of last year, a start was made on the extension (+ some 250.000 TEU) to the Rotterdam Shortsea Terminal in the Eemhaven area. Just recently, the EU gave the go-ahead for the construction of a completely new deep sea terminal, EuroMax on the Maasvlakte, with an annual capacity of 3 million TEU.

Roll on / roll off traffic is steadily growing, this year by 5% to a total of 11 million tons. The increase in imports from the United Kingdom and Scandinavia was slightly bigger, just over 5%, than that of exports to the UK (just over 4%). All the ferry companies active in Rotterdam - DFDS Torline, Cobelfret, Seawheel, P&O NSF, Stena Line – made a profit. The same applied to imports, in tons, of paper products on ro/ro ships (+7%) and cars (+23%), of makes including Mazda and Cadillac
Other general cargo continues to grow: + 7% to a total of 8.8 million tons. This is mainly attributable to exports (+14%, imports +3%). The most important growth areas were in goods carried in LASH ships (a great deal of iron, steel, paper and rice), imports of steel from Sweden via the Gevelco all weather terminal and imports of forest products from Norway via the DFDS Tor terminal. Throughput of metals is dull. As a result of the high demand for aluminium, copper, zink etc., there is less need for intermediate storage, one of the strong points of Rotterdam. Fruit and vegetable throughput fell by a few percent and fluctuated around a million tons. Due to the joint venture agreement between Seabrex (Rotterdam) and Kloosterboer (Vlissingen), the port lost around 80,000 pallets (=tons) of fruit. Throughput of project cargo (large machines, complete factories) is on the increase and is being extra stimulated by the Port of Rotterdam.

COMMISSION CLEARS ECT AND P&O NEDLLOYD JOINT VENTURE TO CREATE NEW ROTTERDAM CONTAINER TERMINAL

23-12-2004 15:35:00


The European Commission has cleared under the EU Merger Regulation the creation of Euromax, a joint venture between Europe Container Terminals ("ECT"), the main operator of terminals in the port of Rotterdam, and the container liner shipping company P&O Nedlloyd ("PONL"). Euromax will develop and operate a new deep-sea container terminal in the Port of Rotterdam. The Commission has concluded that the transaction would not significantly impede effective competition in the EEA or any substantial part of it and has therefore approved the concentration.

The parent companies of Euromax operate in vertically related markets. ECT is part of the Hutchison group, which holds interest in various sectors including port terminals. The Hutchison group has a significant presence in the market for deep-sea container terminal services for hinterland and transhipment traffic in the Netherlands (Rotterdam) and the United Kingdom (Felixstowe and Thamesport). P&O Nedlloyd, as one of the leading containerised liner shipping companies, is an important customer of these services.

The new terminal operated by Euromax, expected to be operational by 2008, will increase the number of terminals controlled by ECT in the port of Rotterdam. By acquiring joint control over Euromax, PONL follows a general industry trend of carriers investing in container terminals. The Commission has therefore assessed the effects of the transaction in both the container terminal and the containerised liner shipping markets.

The Commission's investigation concluded that the creation of Euromax would not substantially alter the current position of ECT vis-à-vis its main competitors, who are also expanding their terminal capacity to meet the growing demand in Northern European ports.

The creation of Euromax will not lead to vertically-related markets being closed off. After the entry into service of the new Euromax terminal, which will represent less than 10% of the capacity in the Northern European market, containerised shipping liner companies will still have enough capacity from other terminals at their disposal. Likewise, the fact that PONL will use Euromax as its main terminal will not substantially eliminate the current customer base of other port terminals.

Port of Rotterdam
23-12-2004

Interforest Terminal Rotterdam has a new container terminal

Interforest has arranged with the Port of Rotterdam to be the first to know when stevedore ECT disposes of the Noordland part of its Home Terminal, which it is expected to do early in 2010. This would give Interforest the opportunity to have a new nine hectare site and almost five hundred meters of additional quay in the Prins Willem Alexander harbour.

This long-term development still depends on several factors. ECT is expected to have less need for transhipment at the Home Terminal with the arrival of the Euromax terminal on the Maasvlakte. Interforest Terminal Rotterdam (ITR) Managing Director Bob de Lange emphasized that the arrival of the site would mean having to find additional cargo flows. "More is needed here than autonomous expansion alone." The site occupies approximately one third of the ECT Home Terminal. The stevedore has so far operated with four container cranes.

ITR has officially taken the new container terminal with ship-to-shore gantry into use in a ceremony on Friday 8th October 2004. The Rotterdam alderman with responsibility for the port, Wim Van Sluis, has officiated at the opening. The first vessel on the new service operated by shipping company Star Shipping from Bergen in Norway arrived Friday 1st October and departed again on Saturday 2nd. Mr De Lange says that everything went smoothly. "We are satisfied. We achieved 26 moves an hour, which is not bad for the first time. We also had the opportunity to test our computer system from Cosmos, which controls the terminal operation."

Star Shipping calls at the terminal with its Atlantic and Mexican Gulf container service, which docks twice every ten days. A five-year contract has been signed. The new container terminal has a capacity of 100,000 teu a year, of which approximately 90,000 teu is now used. The company is leasing a 6.5 hectare former ECT site from the Port of Rotterdam where it has five hundred meters of quay available. The depth along the quay is 13.60 meters. ITR guarantees 12.65 meters. The total investment in the terminal will be approximately 14 million euros. ITR sites now a total of 18 hectares. ITR has also reached agreement with the Port of Rotterdam on leasing a new site of one hundred by three hundred meters with one hundred meters of quay as of the 1st of January 2007. This area, which is adjacent to the terminal, is intended for building a warehouse for paper, for which the plans have already been drawn up. ITR can also use the additional space for expanding its container transhipment.


First a few facts about the new container terminal:

it has a capacity for 100,000 TEU
total size is 65,000 square meters
ITR guarantees a berthing depth for ships of 12.65 meters
a total of € 14 million has been invested
the terminal complies with the ISPS Code

At Wednesday 29th September 2004 ITR published a press release detailing information about the new terminal itself. It also explains the purposes of the new terminal and gives you finally the announcement about Friday 8th October 2004 when Chairman of the Board of the Port of Rotterdam and alderman of the city of Rotterdam Wim van Sluis officially opened the new container terminal.

We are proud to present to you a Bird's Eye view of our terminal.

http://www.interforest.nl/afbeeldingen/ITR%20terminal-large-2.jpg

http://www.interforest.nl/afbeeldingen/ITR%20terminal-large-3.jpg

amazing!!!! what a harbour!!!!

Awesome thread!!!

Y'know, I almost think mega-industrial stuff like this is cooler than skyscrapers. This port is like the coolest thing in the world! :)

http://www.keringhuis.nl/maeslantkering/anigifs/320/opensnel.gif

Maeslantkering: Flood Barrier Nieuwe Waterweg
Final masterpiece of the gigantic Delta-works that protect Zeeland and Holland.

The Netherlands is situated in a low delta close to the sea in which rivers like the Rhine and IJssel end.The history of our country is determinated by the struggle against the water. A large project has been undertaken which is the new flood barrier in the Nieuwe Waterweg called the Maeslant kering. (The New Waterway is the main entrance canal for ships to reach the harbours more inland. In fact, its the where the rivers Rhine and Maas (Meuse) reach the sea).

The flood barrier is a striking beacon in the Nieuwe Waterweg. It has two closing doors that in case of stormtide can shut off the entire 360 meters wide Nieuwe Waterweg. If there is an emergency situation,which is expected once in every ten years,then the doors are turned towards the water and sunk on a threshold on the bottom of the sea. One door is almost as big as the Eiffel tower which is 300 meters and in weight it is even 4 times as heavy. Never before has a flood barrier been built with moving parts that big.With the building of this barrier and some extra safetyworks in this area,it will be the final piece of the great Dutch Deltaworks to protect Holland from the water. The flood barrier will be operationel in 1997.

http://home.kabelfoon.nl/~rlier/photos/fight/121-2151_crw_std.jpg

The BMK Barrier consists of two hollow semi-circular gates attached by means of steel arms to a pivotal point on both banks. One of the advantages of the BMK design in relation to the other designs is that of ease of maintenance, as the doors are positioned dry in and at the abutements during normal conditions.

http://home.kabelfoon.nl/~rlier/photos/fight/121-2144_crw_std.jpg

If a water level of 3.00 metres above NAP is anticipated for Rotterdam the Storm Surge Barrier in the New Waterway has to be closed. In these circumstances the Storm Surge Barrier computer - the Command and Support System (Dutch acronym BOS) instructs the Control System (BES) to shut the barrier. The BES implements the BOS's commands. In the event of a storm tide, the docks are filled with water, so that the hollow gates start to float and can be turned into the New Waterway. Once the gates meet, the cavities are filled with water and the gates sink to the bottom, thus sealing off the 360 metre-wide opening. After the high water has passed the gates are pumped out and the structure begins to float again. Once it is certain that the next high water will not be another abnormally high one, the two gates are returned to their docks. When the New Waterway is sealed off it is no longer possible for shipping to pass. The storm-surge barrier will only be closed in extremely bad weather – in probability once every ten years. A test closure will probably be conducted once a year in order to check the equipment. This will be done when there is little shipping. With the rise in sea levels the storm-surge barrier will need to close more frequently in 50 years time, namely once every five years.

http://home.kabelfoon.nl/~rlier/photos/fight/121-2156_crw_std.jpg

The two ball-joints are designed to ensure that the gates can move in all directions, both horizontally (when the gates are floated out) and vertically (upon submersion). In addition the gates must be able to ride up and down with the waves upon opening and closing. The only type of hinge capable of accommodating all these movements is a ball-joint. The ball-joint, which may be compared to a hip or shoulder-joint, must also be capable of transmitting the enormous pressure of the water on the gates to the foundation.

http://www.keringhuis.nl/maeslantkering/anigifs/320/neigsnel.gif
One of the immense ball-joints.

The ball-joint is not a perfect sphere but consists of various segments of a sphere or "shell elements": a forward shell, rear shell and a two-part under- shell. The steel sphere rotates in ten cast-steel pedestals: a large rear- pedestal, a smaller front-pedestal and eight small under-pedestals. The shells are attached to the concrete basin in the foundation by means of steel anchors. When the gate is being driven in, the hinge rests with the bottom shell on the under-pedestals. The sphere is not pressed into the rear shell until submersion and the water-pressure differential is taken up. The design of the hinge is based on two requirements. In the first place the hinge must be exceptionally reliable and solid. The other requirement was ease of inspection and maintenance after positioning. The steel plates in the core are separated so to provide room to walk. The hollow pedestals and spheroidal shells are separated at rest, while the ball- joint can also be jacked up from the pedestals. This design means that the shells and pedestals are readily accessible for maintenance and inspection purposes when at rest.

With a diametre of ten metres the ball-joints are more than three times as big as the largest ball-joint ever used. The pedestals and shells were manufactured in the Skoda factories in the Czech Republic, which had the necessary skills and machinery to manufacture parts of this size. The cast-steel was poured into moulds, after which the parts were finished on enormous turntables. The forces on the ball-joint are due in the first place to the pressure of the water on the retaining wall. Force may be exerted by the water coming in from the sea or alternatively by the water flowing out to sea. Secondly force is exerted by the own weight of the hinge and the weight of part of the trusses.

http://home.kabelfoon.nl/~rlier/photos/fight/121-2157_crw_std.jpg

http://home.kabelfoon.nl/~rlier/photos/fight/125-2553_crw_std.jpg
Hartel-barrier to protect another inlet to the Rotterdam port and mainland.(Esso/Exxon refinery on the background)

http://home.kabelfoon.nl/~rlier/photos/fight/122-2212_crw_std.jpg
Easter Scheldt Barrier, Main barrier of the gigantic Delta-works.


For more info, visist the site of the Dutch Ministry of Transport here (http://www.keringhuis.nl/engels/home_flash.html)

Rotterdam Car Terminal expanding.

http://www.broekman-groep.nl/portal/news_img/2deCardeck.jpg

Last year the Dutch Minister of Transport opened the second multi storey car park of the Broekman group. This happening took place in the port of Rotterdam at the Broekman Group’s terminal: Rotterdam Car Center. The building provides a storage capacity of 5.000 cars adding up the total storage capacity to 30.000 cars. Moreover the past few years Rotterdam has made huge investments to get Rotterdam back on the map as automotive port. The promotional activities of the Port of Rotterdam and the intensive acquisition of Broekman have led to new automotive traffic to Rotterdam. Sister companies Rotterdam Car Terminal and Rotterdam Car Center, both belonging to the Broekman Group handle yearly around 240.000 cars. From these 240.000 cars, 200.000 additionally get a value added activity. Less than eight years ago only 90.000 cars were handled in Rotterdam. Mr. Raymond Riemen, President of the Broekman Group, gave his thanks to the constructor and architect for their effort during the construction of this second parking warehouse in Rotterdam. He also announced officially the construction of a third multi storey car park, which will soon start. This building will have capacity for 6.500 cars and will be finalized spring 2005, realizing an even further growth
of employability.

ECT Container terminals Maasvlakte expansion and investments.

270 million euros for accelerated expansion at the Delta.
In order to capitalise on the explosive growth in container handling, ECT is making rapid and substantial investments to expand terminal capacity in all kinds of ways. The first results are already visible, but much more is to come. By mid-2006 the company will be able to handle 3.5 million containers at the Delta Terminal -half as many again as now.
ECT director Jan Gelderland: "Over the coming years we, and with us our costumers, were assuming an average growth in container handling of 8 percent. In the first half-year of 2004, however, we at ECT were up 23 percent. We had already drawn up plans for expansion, but now we've drastically shortened the time frame for implementation. In the next years we will be investing 270 million euros,s."

*Some 600 metres of new quay wall.
Directly linked to the present Delta Dedicated West Terminal (DDW) ECT will gain some 600 metres of new quay wall for handling large deep-sea vessels. The first 145 metres are already in intensive use. The remaining 427 metres will be realised in two phases of 200 and 227 metres respectively during the course of 2005.

*At leats twelve new quay cranes.
Six quai cranes of the DMU terminal are being upgraded and moved for handling the 8000+ ships. In addition ECT will order 6 entirely new quay cranes, with an option on a further two. By mid-2006, the south side of the Delta Terminal wil have a total of 28 quay cranes spread over 2.6 kilometers.

*Substantial increase in stacking capacity.
On the southern side of the Delta right next to the DDW new stacking lanes equipped with Automatic Stacking Cranes (ASCs) are being built at a rate of knots. Or, as Gelderland puts it: "Infra and steel are chasing each others heels. As soon as a stacking lane has been laid we put an ASC on it." The new ASCs can stack four high. The first two have been operational since this summer. Lane by lane more are being added. in total a further 33 stacking lanes are to come. Altogether there will be 54 new ASCs. Of these, 18 are destined for the DDN as replacements for the current ASCs, which can only stack two high.

*Other equipment.
Naturally ECT will also be investing in the expansion of its other equipment over the next two years. Among them; 83 new Automatic Guided Vehicles (AGVs), 17 straddle carriers, 24 Multi Trailer Systems and 5 Multi Trailer Tractors. Gelderland:"In addition, pending the introduction of new sofware we are already preparing our current systems on the Delta Terminal for dual cycling. With dual cycling, cranes can load and discharge containers simultaneously. The AGV which has moved the container to be loaded to the crane, stays under the crane in order to take the discharged container immediately back to the stack.

*More staff.
With a view to the fast growing container volumes, ECT recruited 100 new operational staff in the summer of 2004 and more will eb added in 2005.

www.ect.nl

Good work Nemo! very interresting thread!
i didn't know kijfhoek is that big:eek2:

Really nice! Everything is so god-damn huge :D.. Those flood-gates are especially impressive.

yeah, that's huge!!!

*** Interesting link: ship-world (www.ship-world.de)

last time there where placed 6 big windmills for electricity on the entrance of the harbour. they where placed on the nordside of the maasvlakte. they are good lighted by flashing red lights. and either does the 160m high chimney of epn (?), chemical plant.

last time there where placed 6 big windmills for electricity on the entrance of the harbour. they where placed on the nordside of the maasvlakte. they are good lighted by flashing red lights. and either does the 160m high chimney of epn (?), chemical plant.

Rotterdam Port expansion plan to be revised

31 Jan 05



(AMSTERDAM) The port of Rotterdam will have to revise its expansion plans after the country's highest governmental advisory body said sand-extraction operations proposed in the plan may violate territorial law and have an undue environmental impact.


The Netherlands or the city of Rotterdam will probably need to submit a new proposal addressing these issues before the 2.6 billion-euro (S$5.5 billion) project can proceed, Pieter Beekman, a spokesman for the Council of State advisory panel, said in a telephone interview.

Rotterdam needs to expand to handle surging imports from China and prevent a loss of business to ports in Germany and Belgium.

The project will extend the 10,500-hectare port by 20 per cent into the North Sea. The port accounts for 2 per cent of the Dutch economy, or 8 billion euros a year.

'We may still have time to find solutions and make the necessary changes,' said Rotterdam Port spokesman Sjaak Poppe.

Work on the project isn't due to start until the second half of next year, he said.

The council questioned the legal basis of Dutch proposals to take sand from waters beyond the country's 12-mile territorial border, Mr Beekman said. The council also determined the proposals didn't properly examine the potential environmental impact of the planned sand-extraction on the protected Wadden Sea tidal flats on the country's northern coast.

The Dutch Ministry of Transport and Public Works declined to comment on the ruling, saying it was still 'working through' the decision, Lot van Hooijdonk, a ministry spokeswoman, said. - Bloomberg

Lol, yeah. Pesky government. I'm sure it will get there, but it'll just take some more time.

And uh Nemo, The Netherlands is not a delta. Read here: http://www.deltawerken.com/data/ne/delta/watisdel.htm (Sorry, only in Dutch)

@Thom

Ik zou zeggen, schrijf snel een brief naar Rijkswaterstaat! :cheers:

@RafflesCity

True, the Raad van State (State Council ??); a very important advisory organ, has pointed out that the plans of the Maasvlakte2 lack some elements that guarantee enough natural compensation. This is typical for an envionmental-consceous country as the Netherlands. Still, the Port authority is confident that the actual construction will start as planne. After all, the RvS-decision will not stop the Maasvlakte2 from being realised. So we wil see if the engineers can adapt the plan within the time-frame.

MAINLAND CHINA - ROTTERDAM: 1ST MILLION TUE

Coming Sunday, the port of Rotterdam is expected to handle its first 1,000,000th TEU to/from the Chinese mainland ports within a year. This Chinese “Year of the Ape” has surely been prosperous to Rotterdam. Mainland China and Hong Kong taken together, Rotterdam handled some 1.4 million TEU (provisional figure) as compared to 1,058,000 in 2003. This equals an annual growth of over 30%. It makes Rotterdam the fastest growing container port for China in Western-Europe in 2004. In 2005 Rotterdam expects to welcome at least three new Far East services (now 32) and a large number of intra-European feeder services, especially on the U.K..and the Baltic.

Port of Rotterdam - 03-02-2005

eds xx

This port is f. AWESOME.

:eek2:


thanks for sharing this amazing photos and info.


:okay:

edit

Awsome, Rotterdam should promote this harbour more for tourists.
The major Technical and infrastructure has such an impressive view that it has the potency to become a world tourist attraction.
This is 100 times more impressive then the skyline of new york or hong kong. :cheers:

@HEDKANDI

Ehhh......

Nice overview, Nemo! I enjoyed reading it.

Gevelco's New All Weather Terminal.

Gevelco Terminals BV proudly presents its plans for the realisation of a Multi Modal Logistic Center in the port of Rotterdam. These plans are based on dialogues between the leading European Industries. They expect that just-in-time distribution per truck on long distances within Europe will be restrained in the future. Thats why an alternative logistical concept was developped on the basis of the environmental friendlier transport modes via water and rail. Also SSAB Turnplat (Swedish Steel) was one of the interlocutors. Now, they have signed an agreement with Gevelco for the handling, distribution and transport of their goods. The transhipment of high quality steel in the port of Rotterdam will be more than doubled with this new contract. To situate the Multi Modal Logistic Center in Rotterdam is logical, because Rotterdam has outstanding hintherland conections via barge, rail and sea. Therefor the plans are made in close co-operation with the Port Communicity of Rotterdam. The center will be fit for high quality cargo flows, like steel, paper, cellulose, wood and plate material in combination with containers for European destinations (shortsea). A number of new developments on logistical areas will be combined at one location.

*"All Weather Terminal" (AWT where ships can be (un)loaded under roof, unaffected by weather conditions.
Gearless multi purpose vessels up to 9.000 tons dwt. can be accommodated at this AWT and goods can be either transshipped directly in/ex river barges or rail cars or can be handled via shed for intermediate storage by means of heavy duty overhead cranes.
The (air conditioned) sheds are directly connected to the AWT and offer first class storage facilities.

*"Rail Distribution Center" (RDC), for break bulk commodities and intermodal units.
The RDC will serve as a consolidation center for rail cargoes on part- / wagon-and trainload basis. Direct rail shuttles to various Hinterland rail distribution centers will be operated but also the unmatched network of container shuttle trains to and from Rotterdam offers excellent opportunities for an efficient rail distribution.

*"Industribution Center", offering space for third party distribution centers and "value adding" activities like a de-coiling and sheet cutting plant.
On the basis of co-habiting, activities can be accommodated which have a strong synergy with the Logistic Center.

*Multi Purpose/Container & Steel Terminal, for the efficient handling of containers or break bulk cargoes in vessels which do not fit in the AWT or do not require this facility.
Specialized steel sheds, that are humidity controlled and equipped with 40 tons overhead cranes with coil- and sheet tongs, guarantee a superb steel logistic.

General infrastructure
The new Multi Modal Logistic Center will be developed at a greenfield site at the Brittanniëhaven in Rotterdam, a well located area at 10 nautical miles from open sea and directly linked to the highway network and the dedicated cargo rail connection into the hinterland.

-The total area amounts to 230.000 m² and will be developed - depending on the requirements - in 2 or 3 phases.
-600 meter of quay wall with a maximum draught of 12,5 meter safeguards adequate berthing facilities for deep sea and short sea vessels alike, whereas modern jib- and portal cranes ensure an efficient waterfront operation.
-A network of rail tracks will stand for efficient rail operations at all parts of the logistic center in anticipation of an increasing role of the railways in European distribution.

The AWT-terminal offers:
*covered berth of 81 meters long and 32 meters wide
*maximum draught of app. 18 meters above NAP
*2 overhead cranes, each offering 40 tons of lifting capacity with specialized handling equipment for coils, sheets and forest products.

Directly connected to the All Weather Terminal is our 13.500 m2 steel warehouse, offering excellent storage facilities in a humidity controlled environment.

For deep sea break bulk vessels and short sea container services, our Multipurpose Terminals offer the following facilities in two locations of the Port of Rotterdam;

Location Brittanniëhaven
*heavy duty shore cranes with 75 tons of lifting capacity
for ships with a draught up to 12,5 meters
*4.200 m2 covered storage
*60.000 m2 open storage

thanks for this information! i hope this harbour will have the chance to grow!

Trade with new EU members grows sharply
The value of imports into the Netherlands from the ten new member states of the European Union (EU) grew by 40 per cent in May-December 2004, compared with the same period the previous year. At the same time, exports from the Netherlands to those countries rose by 30 per cent. These figures have been revealed in Statistics Netherlands' web magazine. Over the whole of 2004, the value of imported goods from the new EU member states increased to €6.3 billion. That was 33 per cent more than in 2003. Dutch exports to those countries were worth €9.3 billion last year, an increase of 23 per cent compared with 2003. However, the new EU members still account for only a modest proportion of all the Netherlands' foreign trade. Their share of imports is just 2.7 per cent, that of exports 3.6 per cent. Of all Dutch commerce with the ten new member states, 80 per cent was with Poland, the Czech Republic and Hungary. Of those three, Poland is the Netherlands' biggest trading partner. Imports from there increased by 20 per cent in 2003, to €2 billion. Exports were up 17 per cent, to €3.2 billion. Almost 20 per cent of imports from the "new" EU are computers. Hungary, the Czech Republic and Slovakia are the biggest suppliers. Most of these computers are destined for re-export. Just over 15 per cent of exports to the new EU members are microprocessors. The Czech Republic and Hungary are the main customers. Again, most of these are re-exported goods. The ten nations which joined the EU in May last year are Hungary, the Czech Republic, Slovakia, Poland, Slovenia, Estonia, Latvia, Lithuania, Cyprus and Malta
© ANP


Record growth in rail freight
Nowhere else in Europe has rail freight traffic grown as rapidly since 1990 as in the Netherlands. According to the survey Trends in Rail Transport from Eurostat, the European statistical agency, use of the railways to ship cargo increased by no less than 54 per cent in the Netherlands over the subsequent 13 years. Eurostat measured a total of 4.7 billion tonne kilometres on Dutch railways in 2003. In 1990 the figure was just 3 billion. Only in Portugal, at 44 per cent, did the rise in tonne kilometres even approach the Dutch figure. Denmark and Austria recorded increases of just over a quarter during the 13-year period, and rail freight traffic in the United Kingdom was up 15 per cent. There has been little or no growth in the other European countries since 1990. In fact, the sector declined by almost a third in Ireland and Greece and by a quarter in Luxembourg.

New ship

Bron: P&O Nedlloyd (http://www.ponl.com)
14-MAR-05
P&O Nedlloyd Christens a New Ship

Olympic Gold Medallist names "P&O Nedlloyd Mondriaan"

P&O Nedlloyd christened the latest and largest addition to its fleet in a major ceremony in the centre of Rotterdam today. In front of 600 guests at the Rotterdam Cruise Terminal, Netherlands Olympic gold medallist Inge de Bruijn named the 8450 teu ship the "P&O Nedlloyd Mondriaan". In a welcoming speech, P&O Nedlloyd CEO Philip Green pointed out that the ship had just entered service on the Europe Far East trade. "Ships of this size are now essential to cater for the booming trade flows on this route which are driven by buoyant consumer demand in Europe and the continuing shift of outsourcing by both manufacturers and retailers to the Far East, particularly China. It shows how containerisation has revolutionised world trade. "Among the goods that these ships will be carrying to China in the next few years will be sports and medical equipment for the Dutch Olympic teams competing in Beijing in 2008. I am delighted that P&O Nedlloyd has been appointed by NOC*NSF as the exclusive official supplier of transport services for both the 2008 games and the 2006 Winter Olympics in Torino, Italy. "But while we are building the ships to accommodate the trade, the intermodal infrastructure has been slower to catch up and congestion at some of our key ports remains a challenge for us at peak times of the year. "The good news at Rotterdam is that we have now had clearance from Brussels to proceed with our new Euromax terminal at the Maasvlakte in partnership with ECT. When it is operational towards the end of 2007, it will bring much needed new capacity and the latest automated dockside technology, sufficient to meet our requirements, as well as the requirements of other lines, for the foreseeable future."

Notes to Editors
* The P&O Nedlloyd Mondriaan is the latest addition to the company's fleet of 156 vessels and the first with a capacity of 8450 teu; 10 more ships will follow within the next two years.
* The ship is named after the celebrated Dutch abstract painter, Piet Mondriaan.
* P&O Nedlloyd is one of the world's leading providers of point to point container shipping services. To support this core business, it also offers a range of value-added logistics services, from relatively simple freight management to sophisticated supply chain management.

PICTURES BY JAN.

http://207.44.228.232/images/B03/3504.jpg

Huntsman injects hundreds of millions into Botlek plant
16-3-2005
Chemicals concern Huntsman is expanding the capacity of its factory producing the raw materials MDI in the Botlek district of Rotterdam by a quarter. Production is also to increase at a second plant, at Geismar in the United States. The total investment in the two projects is US$400 million. The expansion programme will be completed in mid 2006.


APM TERMINALS MAASVLAKTE
The operation includes 8 post panamax cranes, 39 straddle carriers and 1,000 reefer connections on 70 hectares of land and 1,250 metres of quay wall with an annual capacity of 2 million TEU's. The terminal is geared up for the hub and spoke concept feeding the British, Irish, Scandinavian and Baltic Markets. Straight from the terminal rapid through transport is realised by barge, rail and truck. A smooth way of reaching 320 million consumers in Continental Europe. More than 350 dedicated team-members conduct a 24-hour shift operation and are ready to handle the future.

Actually, Rotterdam is not the No.2 but the No.3 port of the world. Shanghai and Singapore are the top 2

---

Container traffic boosts Rotterdam’s throughput
15-4-2005 15:10:00

Rotterdam – The Port of Rotterdam handled 6 per cent more goods during the first quarter of 2005 than in the same period last year. In all, 92 million tonnes of cargo passed through the port. These figures were announced on Thursday by Hans Smits, Managing Director of the Port of Rotterdam Authority. Smits is standing by his earlier forecast for the whole of 2005. That predicts 3 per cent growth in overall throughput, but a rise of at least 10 per cent in container traffic. Last year Rotterdam handled 354 million tonnes of cargo, 8 per cent up on 2003. Containers have been the biggest growth area in the past three months, rising by 18 per cent to 22 million tonnes. The driving force behind that increase is the continuing expansion of container traffic within Europe and to and from South America and Asia.
© ANP

Lukoil president opens new Terminal
9-4-2005

Thursday, April 7, Mr. V. Alekperov, president of Lukoil, opened the Service Terminal Rotterdam (STR) in the Botlek area. STR is a combination of Lukoil and FTS/Hofftrans. The terminal further enlarges the capacity and number of suppliers of heavy fuel oil in the port of Rotterdam, Europe’s main hub for oil and oil products. Moreover it strengthens the strategic position of Rotterdam in relation to the Russian oil industry. In order to realize the objectives, more and better facilities for bunkering and ship-ship transshipment, the Port of Rotterdam and the operator until 2007 will invest at least 21 million Euro. The port management financed the construction of a landing for sea going vessels (up to 14 meters draught) and possibly a land reclamation. Lukoil-FTS/Hofftrans has a/o. improved the tank storage capacity and enlarged it from the present 40,000 m3 to 120,000 m3. The services and facilities for ship-ship transshipment were also extended. Lukoil Benelux, founded 2001, is engaged in physical bunkering in the ARA ports. It is also the commercial head office for all international bunker activities and is involved in marketing of products out of the Lukol system. FTS/Hofftrans is one of the largest independent transport companies of heavy fuel. It operates eighteen vessels including the vessel “Maxima”. This is the first of a series of new large double hull tankers, marking the building of a complete new fleet of this type of vessels to be completed in 2008.

More: www.serviceterminal.com

Port of Rotterdam
08-04-2005

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Gevelco's New All Weather Terminal.

Gevelco Terminals BV proudly presents its plans for the realisation of a Multi Modal Logistic Center in the port of Rotterdam.

http://www.gevelco.nl/ironsteel_resource/Picture_1.ecr

I didn't knew such a terminal existed. How many all weather terminals would their be in the entire world?

@MVL

See this one in Amsterdam
http://www.pietersbouwtechniek.nl/projecten.php?actie=projectdetail&id=154

Or this one in Finland
http://www.port.of.kokkola.fi/finnish/awt/

:)

ASIA CHOOSES ROTTERDAM ONCE AGAIN
2-5-2005 9:35:00

The port of Rotterdam has been voted best port in Europe for the 19th time in succession by the readers of the magazine Cargonews Asia. inal. The corresponding Asian Freight & Supply Chain Awards are considered to be highly prestigious in Asia. This is particularly due to the fact that they are awarded by the users of logistic services.

Asia-Rotterdam
Rotterdam is by far the most important European port for cargo from and to Asia. In 2003, 31.4 million tons of Asian goods were coming in and 18.0 million tons was destined for Asia. Trade includes all possible goods: oils, fuels, minerals, coal and cokes, agricultural products, cars, much chemicals and a a very large amount of (containerized) general cargo. Since 1995 Asia is the most important shipping area for the Rottterdam container port, with 3.6 million TEUs in 2003, representing a share of over 43% in the Rotterdam total. Since 1996 container traffic between Asia and the ports in the Hamburg-Le Havre Range doubled, from 5 million TEUs to 10.4 million TEUs in 2004. Rotterdam and Hamburg each handle over a third and Antwerp almost a quarter of it.

Asian Freight & Supply Chain Award
The Asian Freight & Supply Chain Award has been presented for the 19th time by Cargonews Asia. This Hong Kong magazine is published once a fortnight. It has a circulation of over 12,500 and is one of the most authoritative media, also via internet, in the Far East when it comes to transport and logistics.

Key figures Maasvlakte II

General

*Area of industrial sites >>> approx. 1000 hectares

*Space required by infrastructure >>> approx. 220 hectares

*Space required by seawalls >>> approx. 250 hectares

*Space required by waterways and docks >>> approx. 480 hectares

Breakdown of area (rough estimate)

Economic activities

*Container storage and handling >> 620 hectares

* Chemicals (including innovative industry) >> 210 hectares

* Distribution >> 170 hectares

Infrastructure

>> Road >> 17 km

>> Rail >> 17 km

>> Pipelines >> 17 km

>> Quay walls and slopes >> 10 km

Necessary materials

* Sand >> 400 mln m³

* Gravel >> 2 mln tons

* Rubble (1st phase) >> 9,5 mln tons

Length of seawalls

>> Soft seawall >> 8 km

>> Hard seawall, 1st phase outer contour >> 2,7 km

>> Hard seawall, 2nd phase outer contour >> 1,3 km

Ocean and inland shipping access

* Draught to 16,65 m

*Width of access channel (Yangtzehaven) >> 600 m

http://www.maasvlakte2.com/?lng=UK

Great thread! It makes me think of just one thing:

Rotterdam ech wel! :)

Great threat indeed, haven't been here before but certainley will be back; nice work NEMO!

very impressive the sheer size i know it used to be the worlds biggest but i think the owner of hyundai has the worlds biggest dock now if im right is rotterdam second?

ECT expands container terminal
4th May 2005

The Port of Rotterdam and operator ECT have reached agreement in principle, to construct a new container terminal at Maasvlakte. This "Delta Barge Feeder Terminal" (DBF) is meant to handle inland and feeder vessels and in a more flexible way. Parallel the maximum capacity of the Delta Terminals expands with 880,000 TEU. DBF will have a quay 800 meters long and almost 11 meters deep, with a size of some 7 hectares. Total investments amount to some 145 million euro, of which a third for quay construction and other basic infrastructure. The new terminal could be in operation in the beginning of 2008. The concept of DBF was already part of the "Plan 2000-8" to construct large container terminals at Maasvlakte. Now volumes soar so much that the quays have to be used longer by deep sea vessels, the necessity has developed to construct the terminal, in an adapted form.

DBF brings inland and feeder vessels flexibility and the deep sea vessels more time along the deep sea quay. This results in a gain of capacity for the existing terminals of almost 900,000 TEU. This rise is effectuated by integrating both the existing and new terminals into the automated system.The DBF will be built at the eastern ("short") side of the existing Delta peninsula. The ten waiting berths for inland vessels, presently at that site, will be compensated elsewhere in the vicinity of the terminals.
Press Service Port of Rotterdam

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Austria shuttle extended to Slovakia
20-5-2005

Rotterdam - Rotterdam is to have a new rapid rail-freight link to Slovakia and Romania. The Blue Anchor Container Express to Austria, which officially entered service this week, will be extended to Bratislava – and probably northern Romania as well – later this year.

This was announced by Wolfgang Klepatsch, Director of Sea Freight at Kühne + Nagel Central Europe, during the launch ceremony for the new service. The Blue Anchor Container Express has been plying between Rotterdam and Enns, near Linz in Austria, since late March. But it was only launched officially on Wednesday. The number of weekly services has already been increased from the planned six to eight or nine.

The rail shuttle is a Kühne + Nagel initiative and is operated in partnership with traction companies ACTS in the Netherlands, Rurtalbahn (RTB) in Germany and Wiener Lokalbahnen (WLB) in Austria.

The Rotterdam-Enns service is direct, with train-to-train container transfer at the Austrian end bringing Vienna within reach the next day and Budapest two days after that. The link is now certain to be extended at least as far as Bratislava this autumn.

Rarely has a new rail service been filled to capacity as quickly as the Rotterdam-Enns shuttle. “The trains were full from day one,” says ACTS Managing Director Rob van Gansewinkel. Not that the service is entirely new; in fact, it is an existing train which has been rerouted to Rotterdam from Bremen. Kühne + Nagel (K+N) is sole user of the Blue Anchor, with its Central Europe office in Linz guaranteeing on its own that the capacity is filled.

According to Klepatsch, K+N Central Europe will be good for 100,000 TEU of intermodal freight this year alone. K+N’s Rotterdam operation will only make use of the service on a limited scale.

The new train does not call at any container terminals en route and so carries no freight originating in or destined for Germany. K+N says that other firms are welcome to use the shuttle. But Klepatsch admits that turning to a potential competitor like K+N may deter some users and says the company is looking at ways to overcome that problem.

Klepatsch also says that the service has been rerouted because Rotterdam is the first port of call in north-west Europe for most container ships. And the two days gained over transit through Bremen is a decisive consideration for customers. In the other direction, too, time can be saved by exporting through Rotterdam. The K+N director adds that the train is currently operating at “95-100 per cent” capacity. However, the Enns-Bremen route is still operating daily as well; only half of the Blue Anchor trains have been redirected to Rotterdam.

The choice of three relatively small private traction companies is attributed partly to their flexibility compared with giants like German Railways (DB). But they have also proven more attractive financially. They are “better in price”, says Klepatsch, adding that he estimates the difference at 20 per cent.

© Nieuwsblad Transport

http://www.portofrotterdam.com/maasvlakte2/images/33_63170.jpg

is the project changed some. now on the pic you can see two harbour docks instead of one. it will be better, because so you can handle more ships. if i can see there is more space for containerships and there are more places for ships.

what is the recent situation of the building of the euromax terminal for containerships? :)

That photo in post #36 is just . . . unreal.

@EURIM

Since it will take a little more time before the actual construction of the MaasvlakteII begins, they are doing a lot of research on different dock models. I don't know which model will eventually be the final one.

As for the Euromax Terminal; They are preparing the site. I hope there are no more delays because of the MaasvlakteII inlet-canal that runs beside the Euromax quai. I haven't read anything about delays, so we may assume that we will see some real construction very soon. :)

Port may build steel terminal
25-5-2005

Alexander Bakker

Dalian – The Port of Rotterdam is to increase its focus upon the transhipment of steel products. The move has been prompted by plans from German steel manufacturer ThyssenKrupp to build a steel manufacturing plant in northern Brazil. ThyssenKrupp already ships more than 3 million tonnes of iron ore a year from Brazil through Rotterdam to its German plant. Its management has already guaranteed the Port Authority that that traffic will continue. Now ThyssenKrupp has asked Rotterdam for permission to build a new terminal for the transhipment of steel products. ‘We are looking at this seriously,’ says Ger van Tongeren, the Authority’s new Commercial Director, who this week is touring north-east China with a port and trade delegation. The new steel terminal would be located at the so-called ‘Bear’s Head’ in Europoort West, on the as-yet undeveloped site next door to coal and ore transhipment company EECV, a ThyssenKrupp subsidiary. Until recently, the Port Authority wanted to build a liquid natural gas (LNG) terminal there. Another site will now have to be found for that.

The Port Authority believes that it has identified a trend in the declining shipment of raw materials, with more finished and half-finished products being transported instead. In China, it has been in talks with a steel manufacturer which is to build a new factory costing €1.5 million in the north-eastern port of Dalian. This will mainly supply the Chinese and other Asian markets, but also plans to export steel to Europe. Traditionally, Antwerp has been Europe’s ‘steel port’. But two years ago Rotterdam achieved a major coup when stevedore Gevelco became a partner of Swedish steel concern SSAB Tunplatt and decided to build a covered terminal at the Dutch port. ThyssenKrupp is one of Rotterdam’s most important bulk-cargo customers. Most of the iron ore and coal for its six blast furnaces near Duisburg are shipped through the port. The firm is keen to expand its production capacity, but is unable to do so in Germany.

© Rotterdams Dagblad

Cosco eyes Rotterdam terminal stake
BY BRUCE BARNARD - THE JOURNAL OF COMMERCE ONLINE
01 June 2005

LONDON -- Cosco, China's biggest container shipping line, said it is interested in acquiring a stake in a massive container terminal in Rotterdam being jointly built by ECT, the port's leading stevedore, and P&O Nedlloyd, the Anglo-Dutch ocean carrier about to be taken over by A.P. Moller-Maersk.

The move underscores the growing trend among major ocean carriers to exert greater control over the handling of their containers. It also illustrates Cosco's determination to keep pace with the industry leaders, coming only months after the line acquired a 25-percent stake in Antwerp Gateway, a consortium building a 3.5 million-TEUs-a-year terminal at the Belgian port.

Cosco Vice President Chen Hongsheng revealed the carrier's interest in acquiring P&O Nedlloyd's 50 percent stake in the Euromax terminal at a recent meeting with Rotterdam port alderman Wim van Sluis in Beijing.

There is mounting speculation P&O Nedlloyd's share in the terminal will be put up for sale as Maersk likely will transfer its traffic to its own terminal in Rotterdam after the world's largest container line closes on its $2.9 billion takeover in July.

Cosco is ideally placed to acquire P&O's stake as it has close connections with ECT's owner, Hong Kong-based Hutchison Ports.It is currently in talks to sell shares to Li Ka-shing, the billionaire chief of Hutchison, as part of a $2 billion initial public offering.

The $250 million Euromax terminal is scheduled to open in 2008 with planned total capacity of around 2.4 million TEUs a year.

Cosco has already said it is interested in investing in a new container terminal at Maasvlakte 2, a giant 8.5 million TEUs-a-year container and distribution hub being built on land reclaimed from the North Sea. It has also said it is prepared to invest in container facilities in Hamburg.

Cosco is prepared to spend heavily in Rotterdam to support the growing volume of cargo it will ship through the port, according to Jan Buiter, the carrier's general manager in the Netherlands. The line will deploy five new 9,400-TEU vessels and five new 5,000-TEU ships on routes from China to Europe next year, he said. "This means a lot of extra cargo. It's my estimate that the Rotterdam Port Authority will gain around 25 percent more in port fees, just from Cosco," Buiter told the Rotterdams Dagblad newspaper.

Cosco bets on Rotterdam
2-6-2005

Frank de Kruiff

BEIJING - A substantial portion of the large-scale investment being deployed by Cosco over the next few years will go to the Rotterdam port. From 2008 the Chinese line will have its largest vessels calling at Rotterdam, and it wants to set up its own terminal through an interest in Euromax or Maasvlakte 2.
This was announced in Beijing last week by Cosco leader Chen Hongshen, addressing a delegation of Rotterdam businessmen led by ports alderman Wim van Sluis and Deltalinqs chairman Roelf de Boer. “Cosco is making a clear choice for Rotterdam as the most important of north-western Europe’s ports,” says Jan Buiter, general manager of Cosco Nederland and present at the Beijing discussions.

It is not in dispute that Cosco intends to invest heavily. Cosco Holdings also received the green light last week for a listing on the Hong Kong stock exchange at the end of this month. This should yield between 1.5 and 2 billion US dollars. The group will utilise the revenue to strengthen its position in shipping, ports and logistics.

Cosco Container Lines has also invested heavily in recent months even without a listing. Next year it will introduce three new ships of 5,000 TEU and five of 9,400 into its schedules, followed two years later by eight ships of 10,000 TEU. These latter have a draught of between 15 and 16 metres and will thus have problems with the limited draught in the sailing channel to Hamburg and Antwerp. Cosco’s interest in the Euromax container terminal was stimulated by Maersk’s takeover of P&O Nedlloyd. That could mean that either ECT, but more probably Maersk’s sister company APM Terminals, withdraws from the Euromax joint venture. Cosco would then draw back from the desire to exploit its own terminal alone, without partners. Should an interest not be available for Cosco in Euromax, the line remains interested in a terminal on Maasvlakte 2. This also applies to China Shipping, China’s second line.

The newly repeated interest provided the incentive for Deltalinqs chairman De Boer to send a pressing letter to Dutch cabinet minister Karla Peijs and the country’s Lower House not to permit any further delay in the decision-making surrounding Maasvlakte 2. “The delegation can almost no longer explain why it is taking so long in the Netherlands to take a definite decision; they want clarity. There are the opportunities, the Chinese counterparts are willing, there is the growth. Now we must take the plunge,” says De Boer.

The Rotterdam delegation learned from their Chinese hosts that Hamburg and Antwerp are capitalising on the Dutch indecisiveness by announcing in China that the Rotterdam port is full.
© Nieuwsblad Transport

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Rotterdam eyes bids for mega-hub
BY BRUCE BARNARD - THE JOURNAL OF COMMERCE ONLINE
16 June 2005

LONDON -- The Port of Rotterdam today said 15 of the world's biggest container terminal companies and ocean shipping lines have expressed interest in setting up operations at a giant container and distribution hub now under construction.

Rotterdam's port authority did not identify the candidates to operate the first terminal on the so-called Maasvlakte 2 project being built on land reclaimed from the North Sea, but said all had handled more than 2 million TEUs in 2004.

The port authority said it is " extremely pleased with the large number of reactions and particularly with the extent to which companies are already thinking about how they would like to fit out and use their terminal."

Leading global terminal operators including P&O Ports, Singapore's PSA, Hutchison Ports of Hong Kong and A.P. Moller-Maersk's APM Terminals likely are among the candidates while Maersk Sealand, Evergreen Marine, CMA CGM and Mediterranean Shipping Co. top the prospective list of ocean carriers.

The Maasvlakte 2 project, involving investment of nearly $20 billion split equally between the port and the private sector, will expand the area of the port, already the world's largest, by 20 percent including container terminals with annual capacity of 8.5 million TEUs, a distribution park and a chemicals complex.

The port authority said it is concluding "expressions of interest" with the candidates who will then be invited to bid for the first franchise for a terminal on the 700-hectare container hub.

The port expects to sign a contract with a launching customer at the beginning of 2008. The timetable for building the container hub has slipped by at least 18 months after a legal investigation of its environmental impact last year; the first containership is unlikely to arrive before 2013.

Rotterdam, which handled 8.2 million TEUs in 2004, is running out of capacity following a sharp increase in traffic, driven mainly by Chinese imports. It will fill the gap until the opening of Maasvlakte 2 with the 2.4 million-TEUs-a-year Euromax terminal, due to come onstream in 2008, and a dedicated barge terminal, also due to open in 2008, which will swell capacity by a further 800,000 TEUs.

@HKSKYLINE

Thanks for the news! :)


http://www.stockyard.com/albums/Petrochemical/3198_G.jpg

Picture of the Botlek area. On the top left the Shell refinery, and on the top right the Esso/Exxon refinery.

In front the Vopak terminals and below the Verolme shipyard.

http://www.vliegdienst.nl/overige/Pernis%202.jpg

http://www.vliegdienst.nl/overige/Pernis%201.jpg

EMO invests 35 million euro.
29-06-2005
The Rotterdam coal and ore terminal, Europees Massagoed Overslagbedrijf (EMO), is investing 35 million euro in expanding its discharge capacity from 36 to 42 million tons per annum. This is to enable the company to deal with the growth in coal imports caused by German power stations. EMO is now having a sixth stacker/reclaimer installed, which should be operational in about 18 months. In June of next year the company will commission a new loading installation for coal trains, since a large proportion of the extra coal imports will be transported to Germany by rail. EMO processes about ten percent of its coal and ore in the port of Rotterdam.
© Nieuwsblad Transport

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Expecting the Port's H1 throughput statistics to release!

Aerial port pictures made by @Rotterdam Highrise

Maasvlakte
http://home.planet.nl/~stee8329/forum/vliegen/4.jpg

Maasvlakte
http://home.planet.nl/~stee8329/forum/vliegen/5.jpg

EECV
http://home.planet.nl/~stee8329/forum/vliegen/6.jpg

Europoort, Q8 refinery
http://home.planet.nl/~stee8329/forum/vliegen/7.jpg

part of Shell Pernis refinery
http://home.planet.nl/~stee8329/forum/vliegen/8.jpg

RST/Container terminal Eemhaven
http://home.planet.nl/~stee8329/forum/vliegen/9.jpg

very impressive!

CONTAINER DETAILS FIRST 6 MONTHS 2005(teu)

in out total
2,372,000 2,207,000 4,579,000

@SONIA
Thanks :)


GROWTH CONTINUES IN PORT OF ROTTERDAM >>stats<<

Container throughput exceptional
In the first half of 2005, 185 million tonnes of cargo were handled in the port of Rotterdam, 5% more than in the same period of 2004.
Outgoing trade increased more sharply than incoming trade, by 8% and 4% respectively, and general cargo was up 5%, almost double the growth in bulk.

There was less incoming and outgoing trade in agribulk (-7%), ores and scrap (-6%), crude oil (-2%) roll on /roll off (-9%) and other general cargo (-7%).

Transshipment figures for coal (+12%), other dry bulk (+13%), other liquid bulk (+5%), mineral oil products (+26%) and containers (+15%), on the other hand, were very positive. Expressed in numbers, container throughput increased by over 15% to 4.6 million TEU (20-foot units). It is the first time in over a decade that Rotterdam’s growth in containers has exceeded that of its closest rivals.

Hans Smits, Havenbedrijf Rotterdam CEO: “Growth continues at an unprecedentedly high level, certainly if we take into account the moderate macro-economic situation. This is noticeable, in the declining throughput of iron ore for instance, but, on the other hand, the increase in containers is exceptional and that in other dry bulk is notable. Containers, namely, carry a lot of consumer goods, and other dry bulk is very much linked with industry. All in all, I will stick to my prediction for the year as a whole, which I made at the end of 2004; total throughput up by between two and three percent and containers at least ten”.

Dry bulk
The total quantity of dry bulk remained stable at over 44 million tonnes. Throughput of agribulk (grains, seeds, animal feed ingredients) has been fluctuating around the 5 million tonnes for a few years now, with the odd high and low. In the past six months, imports of tapioca and soya beans fell, but exports of European grains increased sharply. Thanks to the grain surplus and export subsidies, throughput figures for agribulk will probably manage to stay at a good 10 million tonnes this year.

About 1.5 million tonnes more coal were handled. The EECV (cokes) coal terminal is starting to operate at full tilt and the capacity of the EMO is being better utilised, thanks to a more even distribution of incoming trade. This is increasing, since freight charges were halved at the beginning of this year. Importers have abandoned their wait-and-see attitude and are taking the opportunity to replenish stocks. Prospects remain favourable and annual results of 26.5 million tonnes seem feasible. Throughput of ores and scrap fell by 5% to 19 million tonnes. The European steel plants have reduced their production, due to rising stocks and in order to shore up steel prices. Moreover, the extremely high price of iron ore does not encourage stockpiling. A specific factor is the closure of Cockerill Sambre in Liege, which meant the loss of around 0.5 million tonnes for Rotterdam this year. On an annual basis, stabilisation of throughput at 42 million tonnes seems the highest figure feasible. Other dry bulk performed well again, up 13% to 6 million tonnes. Although growth in the steel and chemical industry is slowing down, large quantities of ores, minerals and concentrates were imported. In particular, floating transshipment on the buoys increased, thanks to the higher frequency of 'parcel services' from China and South Africa.

Liquid bulk
The total was 3% up, to 85 million tonnes. Incoming trade in crude oil fell slightly (-2% to 51 million tonnes) in comparison with the same period last year, which was unusually good. There is great demand for oil products and refining margins are good. These fundamental factors are keeping incoming trade in crude oil at a high level of 100 million tonnes or more. Any fluctuations are due mainly to maintenance shutdowns. This spring, Total Antwerp was idle for a while and one of the 10 refineries supplied via Rotterdam is set to follow suit. Consequently, annual throughput will be around the 101 million tonne mark. Incoming trade in oil products increased by 31% to 13 million tonnes and outgoing trade by 19% to over 7 million. In total, 21 million tonnes (+26%) were handled. Incoming trade in (fuel) oil from Russia is up again, as are imports of lighter products from the Middle East, for example. More and more refinery capacity is being concentrated in this region. Rotterdam’s sales of bunker oil to ships were 5% up. Throughput of other liquid bulk, mainly basic chemicals, increased by 5% to 13 million tonnes (outgoing trade -6%, incoming +11%). For the sixth year running, results are good. In the past six months, however, production by the Dutch chemical industry has decreased. On the other hand, imports of palm oil rose dramatically. Palm oil is being used more and more as a hardener in the chemical industry and as (secondary) fuel for power stations ('green fuel').

General cargo
The general cargo sector had a good first half year, with an increase of 5 million tonnes (+10%) to 55 million tonnes. This was due to the significant rise in incoming (+15%) and outgoing (+12%) containers. In terms of weight, throughput was 6 million tonnes up, to over 45 million tonnes. Expressed in numbers, this was 15.6% to 4.6 million TEU (+600,000). This continues to be driven by the Far East, Brazil and the Baltic. Although ‘feeder traffic’ to Great Britain increased, intra-European transport remained constant. Thanks to substantial and accelerated investments in manpower and material, the terminals coped very well with, what for Rotterdam, was an unprecedentedly high growth. In the second half of the year, growth is expected to slow down slightly. It is quite likely that the worsening macro-economic situation will have an effect and, in addition, more throughput capacity is gradually becoming available in Northwest Europe. Roll-on / roll-off transport was 9% down, at 5 million tonnes. This fall can be attributed largely to the conversion of a Seawheel ro/ro service into a container service. The other ferry companies report results between slightly positive and slightly negative. The trend in the handling of cars at Rotterdam Car Terminal and paper (on cassettes) is extremely positive.

Other general cargo had to surrender all its gains of last year: -9% to just over 4 million tonnes. With the exception of steel and forest products, activity was more moderate, particularly among the smaller stevedores and in incoming trade in fruit, which was actually very high during the first half of last year.

Guys can anyone educate me on the Port of Rotterdam. How does the entire seaport area look like from a topview satellite image or a map? I'm curious how it looks overall. Thanks. :)

@The C E

Port of Rotterdam in facts.
The port offers direct employment to around 60,000 people in Rotterdam as well as to an additional 250,000 people in the rest of the country. The direct gross added value of the port and industrial area amounts to 6.2 billion euro (in the year 2000). This is 1,7 % of the Dutch Gross National Product.

The port and industrial area spans 40 kilometers and runs from the city center to the North Sea. The accessibility for ships with a very deep draught (24 meters) and the excellent hinterland connections by water, road, rail and pipeline make Rotterdam an outstanding logistic hub.

In 2004, the port of Rotterdam succeeded in breaking through the 350 million ton barrier. This is almost as much as the numbers two, three and four in Europe – Antwerp, Hamburg and Marseille – combined!!.Most of the transhipment entails bulk goods such as oil, chemicals, coal and ores. Rotterdam in addition is Europe’s largest container port.

Rotterdam plays a very important role in the European import and export market. A significant percentage of the cargo coming into the port is processed in the port. Some examples are the refining of oil, the production of synthetic materials, the striping and stuffing of containers, the putting together of cargo packets et cetera. Then, the (semi-finished) products are moved to large industrial centers elsewhere and to some 350 million Europeans. The port in addition plays an important role in the export of products to European countries overseas and intercontinental destinations such as the United States and the Far East.

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http://www.portofrotterdam.com/abouttheport/UK/Aboutport/History/index.asp
For Port History.
(See also page 2 of this thread)

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http://www.portofrotterdam.com/abouttheport/UK/Maps/Aeroview/index.asp
For Satellite look.

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http://www.portofrotterdam.com/abouttheport/images/29_55463.jpg
http://www.portofrotterdam.com/abouttheport/UK/Maps/Geographical/index.asp
For clickable up-to-date map.

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Detailed facts and figures. :)

On the way to a new record
2-8-2005
For the first time in years, Rotterdam is once again growing faster than its competitors. This year, the port of Rotterdam will tranship more goods than it did last year. This was announced yesterday, by H. Smits (Chief Executive of the Rotterdam Port Authority) during the presentation of the half-yearly results. Rotterdam – Last year’s prediction that Rotterdam would handle two to three percent more cargo over the whole of 2005 has been borne out. Mr Smits is counting on a growth of at least ten percent in the container sector. In the past six months, the port of Rotterdam has handled 185 million tons of goods. That was five percent more than in the first half of 2004. The growth was mainly in mineral oil products (+26 percent), containers (+15 percent), and coal (+12 percent). Then again, there was less roll on/roll off traffic (-9 percent), agricultural bulk and other conventional cargo (-7 percent), and ores and scrap (-6 percent).

In total, 4.6 million containers passed through the port of Rotterdam during the past six months. That represented an increase of fifteen percent. This is the first time in well over ten years that the port’s growth has exceeded that of its closest competitors. The driving forces behind this increase remain the Far East, Brazil, and the Baltic region. The feeder traffic to Great Britain increased, while intra-European transport remained constant. Major investments in personnel and equipment were brought forward. Thanks to this, Rotterdam’s terminals were able to cope with the unprecedentedly high level of growth in container traffic. This rate of growth is expected to slacken off a little in the second half of the year. The Port Authority thinks that it will probably start to feel the effects of the worsening economic situation. Furthermore, additional transhipment capacity is gradually becoming available in north-west Europe.

Yesterday, port boss Hans Smits expressed satisfaction about the figures.
“Growth remains at unprecedentedly high levels, certainly in view of the lacklustre macro-economic situation.'' That situation is making itself felt, however, in terms of the falling transhipment of iron ore. On the other hand, the increase in containers carrying large amounts of consumer goods is quite exceptional. Growth in the remaining dry bulk goods, which are strongly linked to industry, is remarkably high.''
© Rotterdams Dagblad


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China is now almost the largest business partner
The People’s Republic of China is approaching the United Kingdom as Rotterdam’s most important destination and country of origin for container cargoes. The Rotterdam Port Authority has calculated that, in the first six months of the year, China accounted for more than one million TEUs of container cargo from and (mainly) to Rotterdam. That was 175,000 TEUs less than the volume of cargo originating in, or destined for, Britain. 'Chinese' cargo volume grew by 46 percent. This growth was exceeded by other countries such as France (139 percent) and Russia (106 percent), due to a marked increase in feeder traffic.
© Nieuwsblad Transport

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Petroplus to build LNG terminal in Rotterdam
17-8-2005

Petroplus wants to invest several hundred million euros in a terminal for liquid natural gas (LNG) at the port of Rotterdam. The energy concern has already reached agreements on guaranteed throughput, the most important condition for the project to proceed, with five companies.

Petroplus' announcement yesterday coincided with confirmation from Vopak and Gasunie that they have initiated a feasibility study into the construction of an LNG terminal in Rotterdam. The Petroplus terminal could be operational by the end of 2009, the Vopak-Gasunie one year later.

The location being scouted by Petroplus for its ‘Lion Gas Terminal’ is Kop van de Beer in the Europoort area. Vopak and Gasunie are looking to build theirs on the opposite side of the Beerkanaal, at the north-western tip of the Maasvlakte. Meanwhile, the Port of Rotterdam Authority has two alternative locations in mind: the Vierde Petroleumhaven dock and an offshore site. The final decisions in this respect will depend in part upon an environmental impact assessment and planning procedures, which will take between 18 months and two years to complete. Both facilities have an intended capacity of 6 billion cubic metres. At that volume, each would have to receive one or two full LNG tankers every week. More than 100 vessels of this kind are currently on order, representing the equivalent of about 40 per cent of existing capacity. European demand for imported natural gas is set to increase sharply over the next few years – which, as Port Authority Commercial Director Ger van Tongeren made clear yesterday, is why Rotterdam is so keen to attract the new terminals. ‘A varied energy portfolio reinforces the port's competitive position,’ he said.

Also yesterday, the Port Authority revised its forecast growth in throughput to 2010 upwards. This year Rotterdam will tranship nearly 400 million tonnes of cargo, 25 million more than had hitherto been predicted in even the most optimistic scenario.

© Nieuwsblad Transport

Even deeper into China
24-8-2005

Alexander Bakker

Rotterdam: stronger links with logistics decision-makers thanks to Shanghai

The Port of Rotterdam Authority this morning agreed an alliance with the Port of Shanghai. The Chinese city needs know-how about hinterland transport links, inland waterways in particular. Rotterdam does want to help it with that, but will mainly be using the partnership to penetrate deeper into Chinese logistical chains.

Rotterdam – Rotterdam and Shanghai have been a happy couple for more than 25 years. They already cooperate in many areas, but a Chinese request that they become twin ports as well as twin cities has been politely refused here.

There will be "no subtreaty within a treaty," explains Harry van de Braak, adviser to the Rotterdam Port Authority's Executive Board. After repeated Chinese requests, though, there is now to be an official partnership between the two ports. "But not as twins," emphasizes Van de Braak. Rather, he says, the "World Port Agreement" is a special partnership between two unique ports.

As in so many areas, China is seeking port-related knowledge. The Port of Shanghai – since the beginning of this year the world's largest in terms of throughput volume – wants to know more about hinterland transport links, and inland shipping in particular, so as to further open up to immense Yangtze River.

Port of Rotterdam Chief Executive Hans Smits and his Shanghai counterpart Xu Peixing formally agreed this morning that the two ports will work together in a variety of fields. In particular, Rotterdam is to help Shanghai with the knowledge it needs. In the other direction, the Dutch port is keen to benefit from business development. "Put simply," explains Saskia van Pelt, China Project Manager in the Strategy Department at the Port of Rotterdam Authority, "for us it is all about cargoes."

Rotterdam knows that it has to stand out in the fierce competition between the ports of north-west Europe. The main weapon it has chosen to do that is logistical chains. Through Shanghai, the Port Authority wants to open up new networks in that vital port's hinterland.

"The good thing about the alliance with Shanghai," continues Van Pelt, "is that it gives us as Rotterdam a link with the Chinese government. And that is a great advantage in establishing contacts with companies there. An official partnership like this opens doors much more easily."

"The Yangtze," adds Van de Braak, "is to Shanghai what the Rhine is to us. But much bigger. We want to push our contacts further upstream. Almost at the end of the Yangtze is the city of Chongqing, the centre of a urban area in which 25 million people live."

It has become clear to the Port Authority that decisions about the transportation of goods to Europe and elsewhere are increasingly being made inside China. "So it is important that we are able to speak to those decision-makers," says Van Pelt. "We have to explain to them that Rotterdam is the best route for exports to Europe. In the past there were just a couple of state companies that did all that, but now there are many more small logistical businesses. The challenge is to reach deeper into China in order to dispel the traditional wisdom there that the best way to reach Europe is through Hamburg. In those conversations we have to prove that a container destined for Frankfurt arrives there faster, and so cheaper, via Rotterdam."

At the same time, the Port Authority is going to explain to Chinese firms that it would be a good thing for them to open offices in Rotterdam. In particular, it is looking to major companies that could set their European distribution centers here. "Fiscally," says Van Pelt, "the Netherlands has a number of great advantages over other European countries at the moment." Other factors working in the city's favor include the fact that Chinese shipping lines are already showing an interest in investing in container terminals in the Maasvlakte 2 port area.

Of course, Rotterdam is not the only European port seeking to profit from China's dizzying economic growth. "But we have the advantage of a long-established relationship with Shanghai," explains Harry van de Braak. "And we are looking beyond that. In southern China there is the Pearl River delta, and in the north-east there are some interesting economic growth regions. But we will have to expand our physical presence there."

© Rotterdams Dagblad


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Shanghai and Rotterdam team up
25-8-2005

The ports of Shanghai and Rotterdam are to work closely together. The directors of the two port companies, Xu Peixing and Hans Smits, confirmed this undertaking by signing a World Port Agreement. Port of Rotterdam expects the collaboration with the port authority of Shanghai to provide it with better access to Chinese business. Shanghai is, in the first instance, primarily interested in Rotterdam’s knowledge in the field of hinterland connections, mainly inland shipping.

Shanghai and Rotterdam are both the largest and most prominent ports in their region, China and Northwest Europe. The two city administrations have enjoyed a sister-city relationship since as far back as 1979. In their agreement, the port authorities have undertaken to extend the co-operation and exchange of knowledge to cover such areas as port management and development, commercial activities, security and the use of ICT.

Hans Smits, CEO of Port of Rotterdam: “Signing the World Port Agreement is in line with the strategy to increase our market share in transport between China and Europe. Rotterdam already handles a large proportion of Chinese cargo but, in my opinion, it should be capable of attracting a larger share.” Traditionally, a lot of Chinese cargo has always travelled via Hamburg. Despite this, container traffic between China (People's Republic and Hong Kong) and Rotterdam was 46% up last year, to 1.4 million TEU and almost equals the Hamburg volume again.

On mainland China, Shanghai is the most prominent port of destination/arrival for containers to/from Rotterdam in 2004: 386,000 TEU. Chefoo (part of Yantai in the Shandong province in the north, near the port of Qingdao) ranks two with 246,000 TEU. From/to Hong Kong the 2004 volume is 421,000 TEU.
Port of Rotterdam

http://coast.gkss.de/loiczbasins/Rotterdam/port_rotterdam.jpg

Monitoring the Port of Rotterdam With GIS

The central control space of the Municipal Port Authority of Rotterdam (GHR) bears a resemblance to the space control centers of ESA or NASA.

When you enter the central control space of the Municipal Port Authority of Rotterdam (GHR) in the Netherlands, you might imagine yourself in one of the space control centers of the European Space Agency (ESA) or the National Aeronautics and Space Administration (NASA). The port area is visible on two large video screens--one displaying a contour map of an area approximately 40 kilometers long and 10 kilometers wide and the other presenting an offshore zone stretching almost 60 kilometers into the North Sea. This Dynamic Port Map system shows the real-time shipping flow to help the port staff do its job. A large number of dots and crosses in various colors can be seen on the map, each of them with an arrow. The color coding provides information on the kinds of ships, the arrows indicate the direction of navigation of each ship, and each dot has a name.

The video walls are installed in the GHR's new office in the World Port Center at the Kop van Zuid situated in the center of the city of Rotterdam. The objective of this traffic control modernization is to further strengthen the competitive position of the port.

"Services provided in the port must be fast, safe, cost-effective, reliable, and environmentally friendly," says Rob Slegterhorst, acting as project leader of the Dynamic Port Map project. "We put GIS into action to achieve a free flow of the ships in the port." The GIS application is based on MapObjects software from ESRI.

Besides the colorful maps, various kinds of data are visible on the screen--depending on the needs of the traffic controllers--varying from a small outline of the nautical basic particulars to administrative particulars or, if necessary, even live television broadcasts of national or regional television channels. When a traffic controller clicks on an object, a large number of administrative details of that particular ship can be fetched from the underlying Oracle database and presented on the screen. This basic information is used both by the GIS and an expert monitoring system based on the Cleverpath Aion technology of Computer Associates (Islandia, New York). This system proposes scenarios and possible actions based on a number of decision rules (e.g., which ships, based on their freight, need a closer inspection such as for consignment notes, freight, and whether they meet the transportation regulations or not).
http://www.esri.com/news/arcnews/spring03articles/spring03gifs/p22p1.jpg
The central control space of the Municipal Port Authority of Rotterdam (GHR) bears a resemblance to the space control centers of ESA or NASA. (photos courtesy of the Port Authority of Rotterdam)

Getting the Overall Picture
All shipping traffic information in the GHR area is displayed on the screen via links with a number of radar posts. An arriving ship must announce itself from its position at sea, after which a cross bearing will be performed from three points. This is to determine the starting position of the ship as well as its identity.

"In the old situation, the traffic controllers of the Port Control Center (HCC) worked with what I call synthetic radar images," Slegterhorst says. "For example, in order to follow a ship, they looked at an adjusted radar image from which the rotating radar beam had been removed and under which a contour map had been placed. However, this only provided a limited view of the situation. The only information available was the location, speed, and size of the ship. If a traffic controller wanted more details of the ship, then he or she had to look for these relevant details in the administrative system."


The video wall in the Port Control Center (photos courtesy of the Port Authority of Rotterdam).
Shipping traffic guidance was divided into three sectors, each with its own traffic controller. "They passed the information of a ship on to each other," continues Slegterhorst. "But there was no place where all the information was brought together, so there was no complete overall picture of all the shipping traffic in the port."

An overall picture is not only relevant for improving ship movement in the port and enabling better planning for and utilization of the port's capacity, but it is also extremely important in case incidents occur. In case of harbor contingencies, GHR works with the fire and police departments, for example, in extinguishing a fire. Proper visualization of the port is an important way to improve the speed and quality of response. "In these situations, for example, it can be useful to present details on an aerial photograph," says Slegterhorst. "Previously, however, only the contour map was used as standard procedure."

The GHR now integrates two source systems through the Dynamic Port Map--the synthetic radar images and the administrative data in Oracle, which contains a large amount of data.

"What is different now is that we are able to present details on a map that are actually relevant to a normal situation. This results in a more complete view of the port, with only the mooring and sailing ships including their names and direction of navigation. This will be the same picture as the one we are showing on the video wall," Slegterhorst adds.
http://www.esri.com/news/arcnews/spring03articles/spring03gifs/p22p2.jpg
The video wall in the Port Control Center (photos courtesy of the Port Authority of Rotterdam

In Emergencies
In addition, this same application is also installed at the individual workstations of HCC staff members. They can zoom in on any area of the port to draw up a contingency plan. Also, in case of an incident, they can immediately zoom in on the area of the incident. An important advantage of the new approach is that both the police and fire departments have a central operations room in the same place where HCC is situated, so that everyone can look at the same data and presentation. This will prevent a lot of communication problems.

If HCC staff members want additional information--which is the main objective of the Dynamic Port Map--then there are two ways they can obtain it. First, some data from the system can be presented geographically on the basic map, although not all data at this time. It is also possible to access the map's administrative Oracle data in an attribute or information table that can then be presented together with the map.

According to Slegterhorst, "An important advantage of this environment, which was developed using MapObjects, is its capability to add extra functionality based on Visual Basic. GHR makes use of MapObjects software's standard library. A set of scripts enables users to fetch administrative data by simulating manual actions that the user would otherwise perform to obtain the data."

Free-flowing traffic is important for the port, but safety and environmental friendliness are perhaps even more important. Those ships having dangerous cargo on board especially can be sure they will receive the necessary attention.

Slegterhorst explains, "We use more than one system to find out what we have to inspect. The first is the administrative system, in which the data of the cargo, among other information, is recorded: where to find what? This will be recorded on the map using color coding. This, of course, is a very intuitive way of working. Where a concentration of light blue dots is indicated on the map, we know there are a large number of tankers. We then can fetch the data on the exact freight from the administrative system." The port also uses the Computer Associates' expert monitoring system, which proposes courses of action for the inspections based on a set of decision rules. Staff can check whether or not a ship must get a pilot on board and whether there are restrictions placed on the location where the ship is allowed to moor. Both the GIS and the monitoring system make use of the same underlying database.

In the near future when all ships have a GPS on board, almost all data concerning the ship and freight, as well as its direction and speed, will be available automatically. The input, both administrative as well as that for the video wall, will occur only once. Then binoculars, which are now still used in the control center, could well be stored away forever.

A version of this article appeared in Vi Matrix, the Dutch GIS magazine, Volume 10, June 2002. For more information, contact Jan Willem van Eck, ESRI Nederland B.V. (tel.: 31-10-217-0745, e-mail: info@esrinl.com, Web: www.esrinl.com).
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FIRST TANKER ARRIVES AT LODERS CROKLAAN’S NEW PALM OIL REFINERY
First systems commissioned at Europe’s largest refinery

Last Sunday the first crude palm oil tanker arrived at Europe’s largest refinery on the Maasvlakte in Rotterdam, the Netherlands. The tanker, from Malaysia, delivered the first 10,000 tonnes of crude palm oil to Loders Croklaan’s new refinery. The delivery marked the commissioning of the first section of the refinery, the tank park and the associated sub-systems. In achieving this milestone the construction of Europe’s largest refinery is proceeding in full accordance with the schedule. Loders Croklaan intends to make the first commercial delivery in October of this year. The tanker unloaded its cargo of 10,000 tonnes of crude palm oil at the refinery’s deep-sea jetty. The delivery filled 20% of the refinery’s total storage capacity of 50,000 tonnes. Further deliveries of palm oil scheduled until the beginning of November will bring the stocks to 100%. The arrival of the first palm oil marked the commissioning of the tank park and the start-up of part of the refinery, as a result of which all associated systems such as the heating, nitrogen and power-supply systems are now operational. In addition, the necessary process and quality assurance procedures have been commissioned.

Michael van Sallandt, the refinery’s Director, explained: “I am extremely satisfied with the progress we have made in receiving the first delivery of crude palm oil and commissioning part of the refinery. We are now on the eve of commissioning an enormous production capacity unparalleled in Europe. Work is currently in full swing on the completion of the refinery ready for the first commercial delivery in October.” The refinery will deliver three palm oil products, namely refined palm oil, palm oleine, and palm stearine. Loders Croklaan, in combination with its parent company, IOI Corporation Berhad, now has full control over the entire production chain. This control ensures for crude palm oil and refined finished products of a consistent high quality, complete supervision of the entire production chain, and the ability to trace all product – all of which places the concern in an extremely strong position.

About Loders Croklaan
Loders Croklaan is active internationally as a producer of oils and fats for the food industry, particularly the chocolate industry. In addition to its head office in Wormerveer, the company has three smaller production plants in the United States, Malaysia and Egypt, plus another eight sales offices worldwide. Since December 2002 the company is fully owned by palm oil conglomerate IOI Corporation Berhad, which is listed on the Kuala Lumpur Stock Exchange.
Press release Loders Croklaan - 12-09-2005


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Bananas return to Rotterdam

Harry de Wilt
After decades of heading elsewhere, banana boats are returning to Rotterdam. From 9 September, Dutch reefer line Seatrade will be unloading one ship a week at the Seabrex terminal. The vessels will be carrying bananas and pineapples that previously would have been sent through Zeebrugge. The volume involved could exceed 100,000 tonnes a year. "The first boat alone," says Robert-Jan van der Voort of agent Seatrade Rotterdam, "the Cape Palmas, has 1200 tonnes of bananas and pineapples aboard. And that despite the fact that this is the low season. The loser in the shift to Rotterdam is the Zeebrugge operation of Belgian New Fruit Wharf (BNFW); ironically, since it was BNFW Antwerp which finally seized the last of the banana trade from the Dutch port back in the 1980s.

The bananas and pineapples now being shipped to Rotterdam by Seatrade come from Kingston and Port Antonio in Jamaica and Puerto Limon in Costa Rica. The line has had no trouble in persuading the importers to make the move with it. According to Van der Voort, "Most of the bananas are destined for Italy, Switzerland and Poland, the pineapples for the Benelux."

Seatrade operates five of its own fruit ships between Europe and the Caribbean and, says Van der Voort, itself instigated the move from Zeebrugge to Rotterdam. "This is a combined service," he explains, "with Seatrade shipping the fruit to Europe jointly with Jamaica Producers of Kingston. After unloading at Portsmouth in England and Zeebrugge, the vessels sailed on to Rotterdam for EWL [Europe West Indies Lines or Rotterdam – ed.]. It books the cargoes for the southbound voyage to Curaçao, Aruba, Jamaica and Costa Rica, after which Seatrade and Jamaica Producers load them again for the return journey."

According to Van der Voort, the main reason for the change is the time and money it saves. "The ships were only coming up to Rotterdam to be handed over to EWL," he says. "By unloading them here as well, we save ourselves the call at Zeebrugge and gain a lot of time in the process, helping both ourselves and EWL to stay on schedule. In Rotterdam, we only have to move the vessels from the Lekhaven to Gevelco in the Waalhaven." The shipments are to be unloaded and stored at the Ebrex Bulk Terminal, as Seabrex has renamed the Kloosterboer terminal it took over last year. "What is handy about that," continues Van der Voort, "is that the warehouses are divided into lots of small compartments, making it easy to store the fruit separately. Bananas have to be kept at 13.3 degrees Celsius and pineapples at 7 degrees." Speaking from his home in Verbiers, Switzerland, Seabrex owner Jan Ebus expressed delight with the return of regular banana shipments to Rotterdam. Seabrex director Herman de Knijf is traveling abroad and was unavailable for comment.
© Nieuwsblad Transport

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what's the current situation of the Euromax terminal and Maasvlakte 2

@EURIM

As for the Euromax >> Construction started months ago. Now they are dredging the new canal/harbour for the Euromax. Then the sand has to pressed so all the water is out and the ground does not incline anymore. After that they will start the first phase of the quai-terminal construction.

As for the Maasvlakte 2 >> They are still working on improvements that are later to be presented to the Raad van State again. In the press theres a lot of doubt expressed whether the project will pass this xamination, but I think this has a lot to do with political games that are played and that are typical for these kind of lage projects.
At least the interest for the project is rather high. There is already a list of large container company's who want their place secured on the Maasvlakte2. :)



Maasvlakte II tendering begins
2-9-2005


The Port of Rotterdam Authority is to initiate the tendering procedure for the design and construction of Maasvlakte II, the 2000-hectare port development on reclaimed land adjacent to the existing Maasvlakte, on 5 September. By including a wide range of work within a single contract, the Port Authority hopes to optimize the construction logistics. This should also make the contract attractive to a wider range of bidders.

Two years have been allocated for the procedure to award the contract. Who will build Maasvlakte II is due to be announced in the summer of 2007. The name of the development's first user should become known at about the same time. Once the Fundamental Spatial Planning Decision (Planologische Kernbeslissing, PKB) is eventually completed, it is hoped at the beginning of 2008, construction can begin almost immediately. Award of the contract is subject to the PKB remaining on schedule and other licensing procedures being completed successfully. This means that the Port Authority is taking no irreversible steps for the time being.

Scope of the contract
The tendering procedure we are about to launch is for a comprehensive design-and-construct contract. This means that the successful candidate will be responsible for both the design and the construction of elements such as the sea defenses. It covers at least 3 kilometers of ‘hard’ sea defenses, the removal of 800 meters of existing defenses where ships will sail from Maasvlakte I to Maasvlakte II via the extended Yangtzéhaven dock, the construction of 8 kilometers of ‘soft’ sea defenses in the form of artificial dunes, the deposit of 275 million cubic meters of sand to create approximately 700 hectares of land and the dredging of the port basin and the access channel to the Yangtzéhaven.

Maintenance of the sea defenses may also be included in the contract. So too might the building of some 10 kilometers of roads and railways, plus about 1000 meters of quay. The Port of Rotterdam Authority expects that including all this work in a single contract will bring forward the earliest possible date for the first use of Maasvlakte II, as it will give the successful contractor the best opportunity to coordinate the activities involved.

Because of the scope and nature of the work, the Port Authority believes that general contractors – mainly large international firms active in a wide range of activities – as well as dredging businesses will be interested in bidding for the contract.

Phases
Maasvlakte II is to be built in phases. Rather than constructing the entire area at once, the pace of its construction will be linked to the rate at which clients come forward to use it. At present, the Port Authority is assuming that the first phase will cover approximately 700 hectares. Further development will then depend upon actual market demand. The final total area will be some 2000 hectares, including docks, roads, railways, pipeline corridors and sea defenses, as well as commercial sites.

Depending upon the final scope of the contract, it will be worth €1-1.5 billion. The whole Maasvlakte II project will cost an estimated €2.9 billion, the bulk of which is needed to pay for the sea defenses, land reclamation and the excavation of docks.

Schedule
The schedule for the tendering procedure is as follows. Prospective bidders have until the end of October to register. Selection criteria include an annual minimum turnover of at least €500 million over the past three years, as well as extensive experience of fulfilling design-and-construct contracts, of project management and of hydraulic engineering works. The registered candidates will be assessed on these points in December. After that comes a consultation phase, lasting until July 2006, during which the candidates can investigate possibilities and problems related to the project's design and construction jointly with the Port Authority. Once consultation is complete, the tenders can be finalized and submitted. They will then be assessed by the Port of Rotterdam Authority, after which it will enter into negotiations with shortlisted bidders. Finally, in the summer of 2007, the actual contract will be awarded.

Parallel procedures
One notable characteristic of the Maasvlakte II project is that a number of procedures will be running in parallel over the next two years: acquisition of the first client, tendering of the design-and-construct contract, necessary modifications to the PKB and completion of the Environmental Impact Report. All of these will to some extent influence one another. For example, how the successful contractor wishes to carry out the work could affect the licenses which need to be obtained, and vice versa. But allowing these procedures to run in parallel will save time and benefit the final result.

Another important feature of the project is that it is ‘business case driven’. Commercial demand for port facilities, readiness to pay reasonably high rents for them and expected income from port dues need to offset the costs incurred in building Maasvlakte II. The Port of Rotterdam Authority is carrying out this expansion on its own account and at its own risk, and so has a vested interest in minimizing costs and maximizing revenues.

For more information, please contact Sjaak Poppe, Press Officer, Port of Rotterdam Authority, +31 10 252 1427.
*

Just a few pics.
http://www.digiphot.nl/luchtfoto/1200px_c/050404-118-stormvloedkering.jpg
Maeslant Storm Barrier >> attracted all important US News Agencies, because of interest after Hurricane Katrinas flooding.

http://www.digiphot.nl/luchtfoto/1200px_c/050404-086_Oranjebuitenpolder.jpg

http://www.digiphot.nl/luchtfoto/westland-c/041013-0739-HvHolland.jpg

Hi everybody! Good night!
I am a Brazilian student and I have just joined the group. I am completely stunned with all this...It is amazing the beauty and the complexity of the port.
I am studying the Port of Rotterdam and doing some comparisons with our Port of Santos, mainly some efficiency indicators. I would like to ask for your help to get the historical series of the waiting time of the ships in the port and the measures taken to improve the situation.
All the material offered here is helping me a lot, please, if do you have any other relevant information, post it.

Thanks a lot!!

@IGOR

They only way (and easy) is to contact the Rotterdam Port Authority and ask them for the figures. If you explain exacty why you need the statistics, there surely will be someone who will send you the information.

Port of Rotterdam site FAQ link:
http://www.portofrotterdam.com/UK/faq/Index.asp

Port statistics site;
http://www.portofrotterdam.com/abouttheport/UK/Statistics/Throughput/index.asp?lng=UK

Or just via the site;
http://www.portofrotterdam.com/UK/index.asp

Succes! :)

Nemo,
I really appreciate your help, but I have already contact the Contact Center of the Port several times and they don´t have this information. Then I am trying to obtain this information from other sources.
Thanks a lot.

Igor

Nemo,
I really appreciate your help, but I have already contact the Contact Center of the Port several times and they don´t have this information. Then I am trying to obtain this information from other sources.
Thanks a lot.

Igor

Good Afternoon!
Do someone know the difference between:Metric Ton (this one I know), Harbor Ton. and Revenue Ton.??

Thanks a lot!

Igor

@IGOR


.....ehhh, this is a main forum topic, and not suited for the port of Rotterdam-thread. I suggest you post it again as a "new thread" on the main maritime forum.

BTW Here you will only reach a few viewers, while in the general maritime forum there are many people to explain and discuss you're question. :)

Soil tests for ‘Maasvlakte 2’
14-10-2005

Tests to determine soil conditions in the area of the future ‘Maasvlakte 2’ have been carried out in late September. The Port of Rotterdam Authority has carried out sample drillings and soundings in 22 locations to a depth of 45 metres below NAP (“Normal Amsterdam Level”). This will provide information that contractors will need for their first calculations for the land reclamation project.

The seabed consists of layers of sand and clay. The more sand there is, the better because clay settles and hardens and is also difficult to dredge out in those places where the new port basins are going to be built. The 22 locations that have been tested are chiefly found off the future heavy seawall and quay walls.

The tests were carried out from a platform on four hydraulic legs that are adjustable. The drilling and measuring equipment was on the platform as well as accommodation for the crew.

The tests lasted two weeks and continued round the clock, 24 hours a day. This made it necessary for the seven-man crew to work in shifts. The engineering section of the Rotterdam City Council Public Works Department was responsible for carrying out the tests. A tug was used to tow the platform from one location to the next.

In taking the soundings, a steel pipe was pushed into the seabed. The pressure required to do this provided information about the soil conditions.

In the sample drillings, a column of soil was brought to the surface and subsequently tested in a laboratory to determine its composition, check for any archaeological material and possible contaminations. The latter is standard: no contaminations were expected in the locations where the tests took place.

Rubis Terminal to Rotterdam

19-10-05

The Port of Rotterdam Authority and Rubis Terminal have come to an agreement for the lease of a site located in the Botlek area.

As soon as improvements have been completed on the existing jetties, Rubis will start a transhipment activity. Rubis then plans to build a new liquid bulk terminal with an estimated capacity of 100,000 cubic meters.

The site is 77,000 m2 large and has an on-site rail connection directly linked to the Betuwe Route, the dedicated freight line with Germany / the European hinterland. At the water side (Chemiehaven dock), the maximum depth is 12.65 meters.

Rubis
Rubis Terminal is a 100% subsidiary of the French group Rubis, listed on the Paris stock exchange, and active in the LPG distribution and public storage sector.

Rubis, with seven terminals, and 1.7 million cm is the leading public storage operator in France. (www.rubis-terminal.com)

Rubis Gaz, the LPG branch of the group, originally operating exclusively in France, has expanded in Italy, Morocco, Madagascar, Senegal, and recently in the West Indies.

Botlek area
The Botlek area is the core of the Rotterdam chemical cluster, comprising one refinery, twenty chemicals manufacturers, nine tank terminals for crude/mineral oil and chemicals, and three tank terminals for edible oils and fats. (Figures excluding Rubis)

animation of the new Euromaxx terminal Maasvlakte. (http://www.portofrotterdam.com/organizations/NL/Projecten/euromax/animatie.asp)


------------------------------------------------------------------------------
[QUOTE]

Quay crane orders and delivery dates for ECT and APM terminals Maasvlakte.

*ECT Netherlands 6 quaiside container cranes. Delivery date; 2006.05

*APM Terminals Netherlands 3 quaiside container cranes. Delivery date; 2006.03

source;http://en.zpmc.com/SupplyRecord_List.asp?Column_ID=45

Will the Nedlloyd takeover by Maersk have any effect on the Euromaxx terminal, it is an PONL ECT cooperation? Especially with Maersk having it's own terminal.

@MOMO

No, it will not have effects. Maersk will proceed the contruction of the terminal with ECT in a separate Euromax BV. APM terminals (Maersk Delta terminal) has just little space left, and there are major shipping alliances who want to shift to the new Euromax terminal because APM and ECT terminals will be at full capacity within a year. In the first phase the terminal will have full capacity at 2.4 million TEU, but with the 2nd maasvlakte extension, the terminal can be expanded (phase 4a-4b ; green colour on map shown above). In the little phase plan shown in the above post, you theres even more extension proposed by claiming land of what now is the Maasvlakte Oil Terminal.(Phase 5-1 and 5-2 yelllow)

It is good to see that there is such a need for more capacity, that means that Rotterdam is in demand and growing!

Awesome thread Nemo!!

Ga vooral zo door!

@Nemo
It's a while ago that I visited this thread but it is still a beautiful thread, lots of information and facts, nice images,.... :cheers:

@MVL318

Thank you, but off course I will be waiting for all new info from you about the Port of Antwerp. :) The Deurganckdock must boost container stats by now.

RISC
Highly Flammable....

Each year, tens of thousands of course participants from companies and organisations
all over the world come to Risc to make use of the in-house training facilities
and expertise in the field of fire prevention, fire-fighting and safety.


www.risc.nl

This thread is very impressive! I'd also like to c pics from Shanghai or Singapore.

Lower House gives go-ahead for Maasvlakte 2

10-11-2005

State to become shareholder on 1/1/2006

The Lower House has consented to the terms agreed last summer by the various PMR partners in the Administrative Agreement and the Execution Agreements. This includes 25% State participation in the Port of Rotterdam Authority, as of 1/1/2006.

This means that the Port Authority can proceed with preparations for the construction of Maasvlakte 2 according to schedule and that the State will definitely become a party to the venture, as shareholder.

The plans not only have the support of the two parties in government, the Liberals (VVD) and the Christian Democrats (CDA), but also that of the main opposition parties, Labor (PvdA) and the Pim Fortuyn List (LPF). This means that a good three quarters’ majority of parliament believes that the Cabinet should continue on its chosen path. In the Administrative Agreement and Execution Agreements, terms were agreed for the funding of and responsibility for the construction of Maasvlakte 2, 750 ha of new space for nature and recreation and a number of so-called BRG (Existing Rotterdam Area) projects.

During the debate in the House, Ministers Peijs (Transport and Public Works) and Zalm (Finance) emphasized that the State becoming a shareholder in the Port Authority underlined the importance the Cabinet attaches to the realization of Maasvlakte 2.

Port of Rotterdam Authority

Persistent growth.

>> statistics <<
17-11-2005

Throughput figures for the Port of Rotterdam continue to show strong growth. In the first 9 months of this year, 277 million tonnes of cargo were handled, 4% more than in the same period of 2004. Growth is above the prognosis for this year as well as the expectations for the longer term, of 2–3 %. Container handling is doing even better with +14%.

In weight, container handling went up from 61 million tonnes in 2004 to 68 million tonnes (+12%). Expressed in TEU (20-foot container units), this equals 6.9 million, a plus of 14% or 800,000 TEU.The relatively large difference between TEUs and tonnes indicates that the number of empty containers rose by over twenty percent. The driving force behind both total growth and the growing imbalance is the flourishing container traffic with Russia (considerable imports) and Asia (considerable exports) in particular.
Throughput of refined products is up by a quarter, to 31 million tonnes. This came about through the combination of Russian exports of heavy products and the US import of lighter ones. In the other liquid bulk category, chemicals, edible oils and fruit juices are performing extremely well: +5% to 20 million tons. According to commercial director of the Port of Rotterdam Authority Ger van Tongeren: “I expect ongoing future growth in the tank storage sector because the investments in it are large and being undertaken by virtually every company.”(*)

Throughput of agri-bulk in the third quarter equalized the loss in the first six months and is now stable thanks to European grain exports. The steel industry used more of its ore stockpile so that incoming iron ore declined by 5% to 31 million tons. Crude oil volumes dropped 3% (2 million tons) to just a little under the maximum refining capacity in the 11 refineries supplied via Rotterdam.
Thanks to the growth of coal and other dry bulk (minerals etc.) by 6% and 10% respectively, total throughput of dry bulk remained constant: 68 million tons.
In the final quarter RoRo transport (-9%) will probably not be able to compensate for the transformation into a container service earlier this year. In other general cargo, 6% to 6 million tons, some of the losses of the first six months were regained.

Detailed throughput figures for Q1-3 2005 and comparisons against Q1-3 2004 are attached.

(*) Vopak, Rubis, Odfjell, Koole, Loders Croklaan, ETT(Vitol), EJT, Argos, STR, Kemira, LBC.

Port of Rotterdam Authority

-----------------------------

New power station
21-11-2005

Electrabel Nederland has begun preparations for the construction of a new power station on the Maasvlakte in the Rotterdam port. It will have a capacity of up to 800 MW and will be located on the site of the Europees Massagoed- Overslagbedrijf (EMO, or European Bulk Goods Transshipment Company). It will be a flexible fuel station for coal and the large-scale additional burning of biomass. The power station on the Maasvlakte is expected to come on line in 2011/2012. The definitive decision-making on its financing is expected to take place during 2007. The environmental procedure for the project was launched today.

CO2 reduction
Depending on the choice of burning technology, it is estimated that deploying up to 80% biomass is feasible. This would lead to a very limited emission of greenhouse gases (CO2). Electrabel is also to research whether the power station can be set up for the capture and storage of CO2, and if so what this involves. This links with the ‘clean fossil’ vision recently developed in the Netherlands. The technology for this is still under development, but Electrabel wants to see whether the application of this technology is technically and economically feasible.

Rotterdam energy port
Construction of the power station fits within the policy of the Port of Rotterdam Authority (PoR) to strengthen its position as an ‘energy port’. In this way the PoR wants to ensure that companies in the port and industrial complex have access to sufficient energy which is as clean as possible, at a competitive price.

Gas and coal-burning power stations are or will be established in the port area, including decomposition heat equipment, 80 windmills and many terminals for natural gas, coal, oil and biomass. In addition to Electrabel, Eon has also indicated its desire to construct new generation capacity on the Maasvlakte.

Port of Rotterdam Authority

Today, there was a strike at, SMIT Harbour Towage Rotterdam. 70% of ships going in and out of the harbour use there services. If there is no result in negotiations, there will be a 24 hour strike next Thursday, November 24th.


Negotiations Collective Labour Agreement postponed

Rotterdam, 22 November 2005

We regretfully have to inform you that, despite intensive efforts, the negotiations between Unions and SMIT Harbour Towage Rotterdam have not resulted in mutual acceptance of terms and conditions for a new collective labour agreement (CAO) at this point in time.

This has as a consequence that the Unions have called for industrial action as from today at 06.30 hours for twelve hours initially.

We are not sure what other actions are contemplated and how long same will last.

SMIT will make every effort to resolve outstanding differences and to mitigate the inconvenience which these actions may cause to our customers.

link: http://www.smit.com/sitefactor/page.asp?pageID=894

Excellent pics!!!!
Does anyone know that how much business (in USD or Euro) days Rotterdam do per day ?

OMG pyscho !! its freaking huge !!

whats the depths of most of the terminals??

New container terminal at Maasvlakte
23-11-2005

A new container terminal for feeders and inland navigation vessels is being constructed at the Maasvlakte in Rotterdam. The so-called Rotterdam Container Terminal (RCT) is part of the Kramer Group, which also operates two terminals for empty containers in the Eemhaven area and at the Maasvlakte. The Port of Rotterdam (PoR) will invest € 15 million in the construction of a 410-meter-long quay for the terminal. The RCT will have a capacity of approximately 300,000 containers (*) a year and can accommodate vessels with a draft of up to 10 meters. In the spring of 2006, the cranes will arrive; in August, the terminal is expected to come on stream.

At the Maasvlakte, within a radius of a couple of kilometers of the RCT, the capacity for the handling of deep-sea containers will up till 2012 be doubled to approximately 12 million TEU (ECT Delta, APM Rotterdam and the Euromax terminal).

http://www.kramergroup.nl/images/nwterminal.jpg
De nieuwe terminal die direct naast ECT en Kramers Delta Depot komt te liggen heeft een deep water-verbinding. Ook grote containerschepen kunnen hierdoor direct bij Kramer afmeren.
Op deze artist-impression is op de voorgrond Kramers huidige Delta Depot zichtbaar. Rechtsboven ziet u een deel van het terrein van ECT. Direct daarachter, tussen het Delta Depot en de snelweg, ligt de nieuwe haven die momenteel in aanbouw is.
(Sorry >> Dutch only)

(*) “moves” = at least 500,000 TEU

Port of Rotterdam Authority

------------------------------------------

Netherlands the EU leader in rail transport growth
23-11-2005


Within the EU the Netherlands has achieved the greatest rail freight transportation growth between 1990 and 2003 (+54 per cent), according to Eurostat statistics. Data covering the tonnage carried in 2004 shows the continuation of this growth.

This is good news for the Betuwe route, which will come into service in about a year, says the ‘Rail in Figures’ report from the Rail Cargo information Netherlands information office. Growth in rail freight transportation has occurred primarily between Rotterdam and the German border. The realization figures and the adjusted forecasts point to a higher volume than anticipated with the decision to construct the Betuwe route.

In 1995 the Hermans Commission reconsidered the decision to construct the Betuwe route. After extensive research it issued a positive advisory and estimated the east-west axis volume in 2015 at a minimum of 33 million tonnes. Forecasts by the Port of Rotterdam Authority now suggest a total of around 33 million tonnes in 2015. By 2020 this will even have grown further to 40 million tonnes. Reasons for the strong growth in rail transport on the east-west axis lie in the strong increase in container transportation and the transport of coal to Germany.
© Nieuwsblad Transport

The new Botlekspoortunnel/Botlek Railway Tunnel.(lenght 3km,depth 20m, open 2007)
Part of the new 'Betuwelijn-freight-line to Germany Ruhr.

http://www.hollandrailconsult.nl/upload/Botlektunnel_2.jpg

http://home.versatel.nl/botlekweg/gr_IMG_2454.jpg

www.railtheater.nl

http://www.rolandrail.net/nieuws/Botlektunnel.jpg
www.rolandrail.net

The Botlek is a part of the Port of Rotterdam. It is mainly a cluster of many chemical industries like the Esso/Exxon refinery, AkzoNobel, Lyondell,AirProducts, Vopak, Huntsman and DSM plants.

http://www.icona.nl/berlioz/fotos/DSC00168p.jpg

http://www.icona.nl/berlioz/fotos/DSC00176p.jpg

http://www.icona.nl/berlioz/fotos/DSC00193p.jpg

http://www.icona.nl/berlioz/fotos/DSC0114410p.jpg

www.icona.nl/

Port of Rotterdam continues to do extremely well (Stats!!)
30-12-2005


In 2005, 369 million tonnes of cargo passed through the port of Rotterdam, almost 5% more than in 2004 and a new record.


The volume of cargo leaving the port grew faster than that of cargo coming in, with 9% and 3% respectively, with general cargo enjoying 7% growth – almost twice the growth of bulk cargo. Ores and scrap metals (-5%), crude oil (-1%) roll on /roll off (-9%) and other general cargo (-3%) arrived and left in smaller volumes. However, handling of agri-bulk (+1%), coal (+7%), other dry bulk (+4%), other wet bulk (+4%), mineral oil products (+27%) and containers (+10%) showed very positive figures. In numbers, container movements increased by more than 12% to 9.3 million TEU (container units of 20 feet). In containers, coal, mineral oil products and in other wet bulk, records were realised.

Port of Rotterdam Authority CEO Hans Smits: "The port is doing extremely well. We are achieving or even exceeding the highest prognoses for volumes arriving in and leaving the port of Rotterdam. Capital expenditure is reaching almost 'Asian levels’. Added value is rising strongly and the same goes for the role played by the port in the Dutch and European economy.The flourishing transhipment volumes are driven by the containers, with another million units being added, and a 27% increase in mineral oil products. In this particular area, Rotterdam is already the world hub, with Russia and the Middle East as the ‘wings’. These regions still offer great perspectives and therefore play a major role in our commercial strategy and those of the companies operating in the port. My prognosis for the coming year is “realistic/optimistic”.We have quite a job on our hands to hang on to present levels, especially in the area of oil products. On the other hand, macro-economic growth expectations are becoming increasingly favourable. We will be happy if throughput in general in the port keep growing at roughly the same pace, say 3 to 4 %”

Dry bulk
The total volume of dry bulk cargoes remained stable at nearly 90 million tonnes. Transhipments of agri-bulk (grains, seeds, livestock feed raw materials) amount to around 10.7 million tonnes for the third successive year. Imports declined slightly in the past year because of disruptions in Gulf of Mexico ports caused by hurricanes. Quantitatively more important is a drop in tapioca imports because Thailand is exporting more of it to China. Exports of European (intervention) grains via Rotterdam, arriving by train, grew strongly.

The total volume of coal being handled in Rotterdam grew by 1.7 million tonnes. The demand from the main buyers, Dutch and German power generation plants, dropped. This was offset by the fact that the EECV terminal transhipped more coking coal, for steel production. Part of the coking coal came from ports surrounding us.Handling of ores and scrap metals declined by 5 % to 40 million tonnes. In the course of the year, European steel factories reduced production for a while because of rising stocks and to support steel prices. Apart from lower ore imports, scrap metal exports also declined as a result of the increased demand from European electro-steel factories.

Other dry bulk goods continued to maintain a rising line with a 4% increase this year to 12 million tonnes. In spite of the pressure on the manufacturing industry, major demand for ores, minerals and concentrates continues for the production of steel, metals, paper and chemical products. Especially ship-to-ship transhipments on the buoys were on the rise because of higher frequencies of "parcel services" from China and South Africa.

Wet bulk
The total volume of wet bulk handling rose by 6% to 170 million tonnes. The volume of crude oil arriving in Rotterdam dropped a little, by 1% to 100 million tonnes compared to the extremely good preceding year. The demand for refined products is high and refining margins are good. These fundamental factors ensure that crude oil supplies continue at a high level of 100 million tonnes or more. Fluctuations arise especially as a result of maintenance stops. This was also the reason why Total Antwerpen and Nerefco Rotterdam came to a standstill for some time this year. Shell Pernis suffered a shutdown that was unplanned.

Imports of oil products grew by 24% to 28 million tonnes, while the volume of oil products leaving Rotterdam grew by 36% to more than 15 million tonnes. A total of 42 million tonnes (+27%) were bought/sold. Supplies of (fuel/heating) oil from Russia, where Rotterdam has a market share of about 80%, grew once again.Of this, a larger proportion than usual was shipped to Asia, for which no fewer than 13 VLCCs were engaged. Imports of lighter products such as kerosene from, for in stance, are also on the rise for the time being. A structural shortage already exists in Western Europe and more and more refining capacity is concentrated in the Middle East.

Throughput of other wet bulk cargoes, mostly base chemicals, grew by 4% to 27 million tonnes (exports down 4%, imports up 9%). The somewhat lower export volume (prices rose) of chemical products was more than made up for by the growth in imports of "new"and usually "green"products. These are oilseed (for bio-diesel), ethanol (from Brazil, to Sweden and England), ETBE and palm oil. The palm oil comes especially from Malaysia and Indonesia and since autumn this year is also being refined in Rotterdam (Loders Croklaan, Maasvlakte). Palmoil is used in foodstuffs, in the chemical industry as, for instance, a hardener, and as a green fuel for power generation plants.

General cargo
The general cargo sector had a good year with a 7% increase of more than seven million tonnes to 110 million tonnes. This was due to the much larger volume of containers arriving (+11%) and leaving (+10%) the Port of Rotterdam. In weight, container handling grew by nine million tonnes to total 91 million tonnes. In numbers, the increase was 12%] to total 9.3 million TEU (+1 million).The forces driving this growth remain the Far East, South America and the Baltic region, more especially Russia. In the beginning of the year, growth was still very high, among other things as a result of the influx of textiles, but then gradually slowed. It appears that this (expected) development is caused especially by macro-economic conditions. The increased availability of transhipment capacity elsewhere in north-western Europe has, to date, had only a limited effect on Rotterdam.

“Roll-on/roll-off declined by 9 % to total 10 million tonnes. This drop is caused mostly by the fact that a Seawheel ro-ro service was turned into a container service. The growing popularity of shipping containers on ro-ro vessels is a trend. Other ferry companies were operating at levels that were slightly positive. Clearly positive is the development of automobile transhipments at Rotterdam Car terminal and those of paper (on cassettes). Other general cargo lost a little of gains made the year before: dropping 3% to 8.6 million tonnes. This decline is found mostly in export cargoes and in LASH transports. On top of that, some ships with fruit discharged their cargoes in Vlissingen, under a collaborative agreement between Seabex and Kloosterboer. Handling of steel and forest products enjoyed positive development.


More information: Minco van Heezen, Press officer. Tel + 31 10 252 1429.

Download: Throughput Port of Rotterdam 2004-2005 (PDF, 26 kb)
www.portofrotterdam.com

Wow, that rail tunnel thing looks cool!

I love the port of Rotterdam, it's my daily work, and i travel each day to big and small vessels scatered over the port, the vessels for our agency call at all kinds of places, from the EMO maasvlakte and the EECV iron ore terminal europoort to the waalhaven and the parkkade.

Our agency is also often agent for the Berge Stahl, it's a very impssive ship!!, but also the Berge Nord and Berge Pacific are impessive.

Proud to be a agent in this port !!!

NASA Eyes.

The image illustrates the close proximity of the Europoort to the surrounding cities of Hoek van Holland, Oostvoorne, Brielle. Between Oostvoorne and Brielle, a mixture of fertile and fallow agricultural fields create a green and tan checkboard. The presence of the port and its seawalls interrupts southward-flowing coastal currents, leading to accumulation of sediment to the south (lower left of image). Numerous ship wakes are visible within the port complex itself and in the North Sea, in the upper part of the image.

Astronaut photograph ISS011-E-7380 was acquired May 28, 2005, with a Kodak 760C digital camera with a 400 mm lens, and is provided by the ISS Crew Earth Observations experiment and the Image Science & Analysis Group, Johnson Space Center. The International Space Station Program supports the laboratory to help astronauts take pictures of Earth that will be of the greatest value to scientists and the public, and to make those images freely available on the Internet. Additional images taken by astronauts and cosmonauts can be viewed at the NASA/JSC Gateway to Astronaut Photography of Earth.

http://earthobservatory.nasa.gov/Newsroom/NewImages/images.php3?img_id=16944

Coal throughput reaches record level

Last year, coal throughput in the port of Rotterdam rose by 4% (+ 1 mln. tons) to a record level of 26.3 million tons (*). This is largely thanks to the EECV coal terminal which went into full operation and ultimately handled around 4 million tons of coking coal. This coal was previously handled at the EMO terminal and competing ports.
The most important markets for coal imported via Rotterdam are power stations in Germany (70%) and the Netherlands (20%). There was little improvement to be seen here last year. A maintenance shutdown at the Essent Amercentrale reduced demand by 500,000 tons. German coal imports in the first nine months of 2005 were 10% below the level of last year.

However, imports are expected to increase in the coming years. At the beginning of 2006, the Warndt/Luisenthal coalmine in Saarland, with a production level of 2 million tons in 2004, will be closing down. This marks the first in a series of five mine closures between now and 2012. In its prognosis for the mid long term, the Port of Rotterdam Authority expects an average growth of coal throughput of 5.6% per year in the period 2005-2009. In 2009, almost 34 million tons can be handled.

Expansion EMO
The Dry Bulk Terminal EMO is investing with the aim of attracting part of this growth. Unloading capacity may rise from 36 to 42 million tons due to the installation of a 6th stacker/reclaimer. Storage capacity will hereby increase from 6 to 7 million tons. Delivery will take place in the second quarter of 2007. A large part of the extra coal imports will be transported to the hinterland by rail. EMO has therefore already started building a new train loading station and new rail infrastructure. These will be taken into operation in the 2nd quarter of 2006, well before the Betuwe Route goes into operation.

--------------------------



Port of Rotterdam and Vopak construct largest sea jetty
9-2-2006

Today’s ceremonial driving of the first pile marks the start of the construction work on the port of Rotterdam’s largest jetty to date. The Port of Rotterdam Authority and Vopak are collaborating in the construction of the new jetty at Vopak’s terminal in the Europoort (the 7e Petroleum haven). This new jetty is being constructed to accommodate the growth in deliveries of oil products to and from the Port of Rotterdam.

Hans Smits, Chairman of the Executive Board of the Port of Rotterdam Authority explains: "In the past the jetties were constructed by the companies. However, a few years ago the Port of Rotterdam Authority also began to invest in these facilities, usually in the substructure. Liquid bulk goods are a growth market, and the port of Rotterdam intends to grow with the market. In addition to their commercial appeal, sufficient jetties and bollards literally offer a safe haven for the board-to-board transhipments of oil products that currently take place on the open sea".

Rob Nijst, President of Vopak Oil EMEA, states: "We are extremely pleased with the construction of this new jetty, which constitutes an essential element of our growth strategy for Vopak's Rotterdam oil terminals. In response to the growing demand for the storage of oil products we are currently constructing additional tanks for the storage of fuel oil and the storage of jet fuel. This additional capacity gives cause to the need for a new jetty for efficient deliveries to and from the terminal."

Technical data
* Length: 653 metres
* 2 berths for seavessels up to 150.000 dwt (can be used for barges as well)
* 2 berths for barges up to 20.000dwt
* 4 fuel oil loading arms 12" for seavessels (2 per berth)
* 4 fuel oil loading arms 10" for barges (1 per berth)
* 1 jet/gasoil loading arm 12" for seavessels
* 2 jet loading arms 10" for barges
* 1 gasoil loading arm 10" for barges

The depth of this area of the port is such that extra long piles are required for the jetty. The jetty will rest on a total of 186 steel piles (of diameters of as much as nearly 1 m and lengths to almost 50 m). A further 43 steel piles (of diameters to 3m and lengths in excess of 50 m) will be required for the catwalks, fender walls and bollards.

The progress of the building activities of this jetty is shown at www.oilrotterdam.vopak.com

impressive stuff

@ Nemo,

The pictures featuring in your post about the EMO (vessel with blue CSU) is taken at the EECV terminal Europoort, not at the EMO. But thats only for information.
I' am almost ervery day at the EECV terminal, and almost all coal-vessels calling at the EECV terminal are for our agency, the concerned Bleu CSU in the picture is very impressive, but it is not realy working as it should be. It Will be improved over the next few years to reach the discharge rate the stedevore is aiming for.

b.t.w. beautifull nasa-vieuw, espacialy with the coulds overhead the maasvlakte, it makes the foto seem real-time.

@RTM84
Ha! Thanks. I took that post right over from the Rotterdam Port Authority so I guess that pic is just to support the whole article about coal throughput in the port. :)
The CSU is indeed very impressive, but I still tend to like the big bridge-cranes like at the EMO-terminal better. Never understood the relatively smaller bridge-cranes at EECV while much bigger (Berge Stahl) ships visit this terminal.

beautiful port!

Port of Rotterdam Authority building Euromax Terminal quay wall

*****
The Port Authority is currently hard at work building the new Euromax Terminal in the Yangtzehaven, on the Maasvlakte 1’s most northerly point immediately alongside the Maasvlakte Oil Terminal. The terminal is intended exclusively for container transshipment and is rented to Euromax B.V.

The quay wall in figures
In its first phase the terminal has a surface area of 125 hectares and can handle 3 million TEU annually. The quay wall is being built at a depth of 19.65 meters but is being dredged to a standard depth of 16.65 meters. This enables a quick and flexible increase in the depth and makes the terminal suitable for receiving the future generation of 12,500 TEU container ships. Construction of the quay wall is being carried out by BAM Civiel B.V. from Gouda. With the ‘design & construct contract’ for the almost two-kilometer long quay wall, an amount of around € 60 million is involved.

Special design
The quay wall has been designed by Delta Marine Consultants, the BAM Civiel engineering office. Noteworthy in the design is that the quay wall is being produced as a concrete deep-wall construction. This has never before been done in the Netherlands for a seawall. The deep wall stretches to a depth of -34 meters and is 1.20 meters wide. The quay wall is being built dry and will later be dredged. BAM Civiel will deliver the first 300 meters of quay wall in 12 months. The entire project will be completed by the end of 2007.

Current status
Contractor BAM is hard at work carrying out the deep-wall quay for Euromax on Maasvlakte 1. So far around 400 meters of deep-wall panels have been laid. BAM has started driving the piles which must lie under the discharge floor as a foundation. A start has also been made on framing the discharge floor.

This week Boskalis has also started the dredging operations for the first 300 meters of the quay wall. By September 1, 2006 the first 300 meters of the quay wall must have reached their depth to allow the first ship with Euromax cranes to be received.

_________

ZPMC/ABB scoop Euromax orders
ZPMC and ABB have won the orders for all cranes and automated stacking cranes (ASCs) for the new Euromax terminal in Rotterdam, with a total of 16 quay cranes and 59 ASCs to be delivered between November next year and December 2008.

ABB is supplying drives and crane management systems for all the equipment as well as the automation and controls for the ASCs which, as previously reported, will operate as pairs on the same rails per stack module....

http://www.bemorail.nl/images/afbeeldingen/euromax.jpg

_________

ABB crane systems help Rotterdam grow
2006-01-16 Rotterdam, the world’s second largest port by cargo volume, is expanding capacity by 25 percent to meet the global boom in container traffic. ABB is supplying advanced integrated automation and electrical systems for the 76 terminal cranes.
By Editorial services
The port of Rotterdam is booming. Container traffic in 2004 grew by 16 percent to 8.3 million twenty-foot equivalent units (TEU), each unit corresponding to a 20-foot long shipping container.

With growth in traffic expected to continue, Europe Terminal Operators (ECT) and A.P. Moller - Maersk are building a new container complex that will expand capacity at Rotterdam by an additional two million TEU containers a year.

The new Euromax Terminal will make Rotterdam larger than the combined capacity of its three nearest European rivals – Antwerp, Hamburg and Marseille – and strengthen its position as one of the world’s most important container hubs.

Euromax will feature the most modern technology available 16 semi-automated quay cranes, 58 fully automatic rail-mounted stacking cranes, two cranes for loading and unloading rail wagons – all equipped with ABB’s advanced sensor, drive and automation technologies – and driverless vehicles for transporting containers from the quay.

The storage yard will house 40,000 TEU containers stacked up to five high by automatic stacking cranes with system features like message interface for automated order handling, container recognition for quick identification of containers, target positioning for the speedy location of containers and vehicles, load positioning for accurate container placement, and remote control for truck handling – all of which are key functions for rapid, accurate and safe operation.

ABB was awarded the order by Euromax and is working in conjunction with Shanghai Zhenhua Port Machinery Company (ZPMC), the world’s largest terminal crane contractor.
http://www.abb.dk/global

________

Cosco Guangzhou; The world's largest container-vessel has Rotterdam as first foreign port of call on its maiden trip.

Capacity: 9.449 TEU
Length: 350 m
Width: 42.80 m

The ship is one of five built at Hyundai-shipyards to be put in service between Rotterdam, Singapore, Hong Kong, Shanghai, Dalian and Qingdao.

(Originally posted by @OURHERO

Oh yeah! They're working on the new terminals! Progress! ;)

________

Cosco Guangzhou; The world's largest container-vessel has Rotterdam as first foreign port of call on its maiden trip.

Capacity: 9.449 TEU
Length: 350 m
Width: 42.80 m

The ship is one of five built at Hyundai-shipyards to be put in service between Rotterdam, Singapore, Hong Kong, Shanghai, Dalian and Qingdao.

http://www.portofrotterdam.com/mmfiles/coscogroot_tcm26-14277.jpg
(Originally posted by @OURHERO
*[/QUOTE]

The vessel seems not in the full load

Strong growth in sea/sea transshipment of containers

04-24-2006
Rotterdam is snapping at Hamburg’s heels as far as sea/sea transshipment of containers is concerned. This is cargo that is transferred from ocean vessels to feeder ships for transport to or from the smaller European ports.


During the past three years this number of transshipment containers has grown from 1.6 to 2.5 million standard units (TEUs). The biggest growth areas for Rotterdam are the Baltic region, Spain and Portugal. For this Northern European region, Hamburg is the most important port for many shipping companies.

“I know that Hamburg is market leader for this area, but Rotterdam has grown to become an attractive alternative,” announced commercial director Ger van Tongeren of the Port of Rotterdam Authority to shipping companies this week during a special lunch in Hamburg. Van Tongeren drew attention to the extra transshipment capacity that will become available in the near future in the Rotterdam port, thanks to the expansion of existing container terminals and opening of the new Rotterdam Container Terminal. The new short-sea and barge terminal at the Delta peninsula and the EuroMax terminal will also come into operation within two years.

Rotterdam has benefited in the past few years particularly from capacity problems at Le Havre, the English ports and, to a lesser extent, Hamburg. Now that most of the problems have been solved, Rotterdam fears a slight decline in sea/sea container transshipment. The expectation is that strong growth in the Russian market may compensate for this, although for the time being the modest capacity in the port of St. Petersburg is a limitation. The number of feeder services from Rotterdam to the Baltic region has also risen sharply in the past three years. In 2003 there were only 24 weekly sailings, and at present this is 41, thirteen of which call in at St. Petersburg each week.

Why oh why do P&O and the Dutch Government not invest in a rail link into the P & O terminal (route between Europoort and Hull). I loathe everytime I travel into Europoort the extensive trip into Rotterdam by bus. Especially, after what I must say is one of the best ferry services in Europe, on one of the most impressive passenger ships in Europe. In addition, if the rail service ran into Rotterdam, as it does from the Hoek, it might increase visitor numbers into Rotterdam rather than those visitors ending up on the obligatory visit to Amsterdam. Your thoughts. Even for people who work in the Europoort area this might consitute as an improvement to public transport in the area.

http://yorkshirereview.wordpress.com/

@Andyb57

I think you will understand that the Dutch railways are not going to operate a railwaylink to the Europoort, just to satisfty a few hundred travellers a day to the P&O NSF terminal, certainly in a time when the NS are closing a lot of existing lines because they are not profitable; connexions that have far more importance than a future link to the Europoort. If theres a sufficient bus-link, than thats o.k enough.
Most people to and from Hull are travelling by car all the way. :)

Trade is blooming like tulips in springtime
The huge port of Rotterdam is the Hong Kong of continental Europe
30 April 2006
South China Morning Post

HONG KONG IS the gateway to China; the Dutch city of Rotterdam is the gateway to Europe. Both ports serve vast hinterlands, said Jan Revis, Consul-General of the Netherlands, noting a striking similarity between his homeland and his present posting.

"We enjoy very healthy trade relations with Hong Kong. Shipments and exports from Hong Kong are huge, partly due to Rotterdam, the western hemisphere's largest port, and Amsterdam's Schiphol Airport, one of Europe's most important aviation hubs."

The total value of exports from Hong Kong to the Netherlands was US$5.5 billion last year, with US$1.7 billion going in the other direction.

Mr Revis explained this imbalance: "European goods and services leave for Hong Kong from a variety of locations. But most Hong Kong and China goods and services are routed through Rotterdam, which gives an idea of the importance of the Netherlands' second city, not only nationally but across the European continent."

The Netherlands is Hong Kong's fourth-largest European partner after Germany, Britain and Italy, and slightly ahead of France. There are now about 250 Dutch companies represented in Hong Kong and business ties are strong, with a number of accords regulating what Mr Revis considers "excellent bilateral relations". One of these is an air services agreement that allows Dutch carriers 21 flights a week between the Netherlands and Hong Kong, seven of them being full freight.

The Netherlands' economy, like Hong Kong's, has long been open, outward-looking and dependent on foreign trade.

For centuries the Netherlands has been a maritime giant in global trade terms. Now, in common with its EU partners, Dutch business is eyeing profitable possibilities in China.

"There is a large and vibrant Dutch enterprise community in the Pearl River Delta; Shell across the border and other players - many IT and textile companies - enjoy the benefits of this increasingly integrated region of China," Mr Revis said.

By old world standards, and like Hong Kong, the Kingdom of the Netherlands is a relatively young entity, having been formed as recently as 1815, only 28 years before Hong Kong became a British Crown Colony. In 1830, Belgium seceded and formed a separate kingdom.

The fledgling nation's constitution was radically revised in 1848, making ministers accountable to an elected parliament rather than to the king. This was the first major political stirring of the famously liberal and progressive country that soon after the second world war become a founder member of Nato and the EEC (now known as the EU).

Despite the vicissitudes of history, the Netherlands' monarchy has endured, with the much-loved Queen Beatrix celebrating her 68th birthday today amid nationwide celebrations.

The Netherlands is a composite landscape of the primary colours of endless tulip and daffodil fields, with picturesque windmills dotted around one of the world's flattest topographies. But it is also one of the most densely populated countries and is heavily urbanised. Those tulip fields are shoe-horned between sprawling population centres.

Each of the Netherlands' major cities has a distinctive character, despite their proximity to each other. Amsterdam is the best known and attracts the most tourists. But the less-visited Haarlem, Utrecht, Groningen and Maastricht also have their share of beautiful old architecture and places of historic interest. Rotterdam, as a result of being heavily bombed during the second world war, is a strikingly modern cityscape, as exemplified by the Erasmus Bridge, known locally as The Swan.

The national language, Dutch, has had a more far-reaching influence than many may realise. Dutch is the mother tongue of more than 16 million people in the Netherlands and forms the basis of the Flemish dialects spoken in parts of Belgium.

Furthermore, Dutch is used widely in the former colony of Suriname, as well as in the Caribbean territories of Aruba and the Netherlands Antilles. In Indonesia, many lawyers and historians speak Dutch owing to historical ties and on the African continent, the South African tongue of Afrikaans has its roots in the Dutch language.

Closer to home, in the Frisian Islands along The Netherlands' coast, a separate language, Frisian, is spoken, and is the mother tongue of about 400,000 people. It is the second of the nation's two official languages. It is worth noting though, especially for those considering a visit, that English is widely understood everywhere.

As Mr Revis said: "We can also say that in addition to Rotterdam being the gateway to business Europe, Amsterdam's Schiphol Airport is the gateway to one of Europe's most enchanting countries."

^^ this is just a marketing-text. Everybody knows that Rotterdam is Europe's biggest port. But it is normal that every port tries to find a niche to present itself as market leader. For example the port of Hamburg claims to be Europe's most important seaport for Far East and China Cargoes (http://www.hafen-hamburg.de/en/index.php?option=com_content&task=view&id=283&Itemid=130). Any data how much tonnage and TEU's are shipped from China to Rotterdam?

Despite the vicissitudes of history, the Netherlands' monarchy has endured, with the much-loved Queen Beatrix celebrating her 68th birthday today amid nationwide celebrations.

Just to be nit-picking, the 30th of April is "Queensday" here in Holland (which, this year was actually held on the 29th since the 30th is a sunday and we are after all still a religious monarchy), but this is not the birthdate of our current Queen, but rather the birthday of her late mother Queen Juliana. The birthday of Queen Beatrix is on the 31st of January, but since Queensday usually features a lot of outdoor parties, and we live in a rather moderate climate, she elected to keep the date on April 30th. Here's some more info ;): http://en.wikipedia.org/wiki/Queens_day_-_The_Netherlands

^^ this is just a marketing-text. Everybody knows that Rotterdam is Europe's biggest port. But it is normal that every port tries to find a niche to present itself as market leader. For example the port of Hamburg claims to be Europe's most important seaport for Far East and China Cargoes (http://www.hafen-hamburg.de/en/index.php?option=com_content&task=view&id=283&Itemid=130). Any data how much tonnage and TEU's are shipped from China to Rotterdam?
Incoming and Outgoing Goods Over Sea to / from Rotterdam 2004
http://www.portofrotterdam.com/mmfiles/Countries_year_tcm26-9644.pdf

North-East Asia - 25,127 (13,864 incoming / 11,263 outgoing)
China - 11,649 (7,394 incoming / 4,255 outgoing)
Hong Kong - 3,943 (2,082 incoming / 1,861 outgoing)
Total Rotterdam - 352,759 (271,140 incoming / 81,619 outgoing)
Unit : Gross weight x 1000 metric tons

NL is no religious monarchy, it's a constitutional parliamentary monarchy. And Holland is a former duchy split into two provinces of The Netherlands. Holland is a region in Lincolnshire too.

Guys, its better to proceed this discussion in the elsewhere. Let's keep this thread just for discussions about the port of Rotterdam.

Thanks!:)

Agreed though it's a correction, not a discussion. I haven't gone through all of the pages but have you included the Port Authority tower?

http://207.44.228.232/images/B00/24.jpg

^^

Ha! Yes, see the first page for a picture of the WPC taken by Jan! But this picture you just posted is also a beauty. :)

http://www.skyscrapercity.com/database/buildings.02/2396.jpg
Picture by @JAN

www.ect.nl

Half-year throughput constant
06-12-2006

FIGURES

Throughput figures for the port of Rotterdam remain high. In the first quarter of this year, 91 million tonnes of goods were handled, 0.7% up on the same period of 2005.

The fact that growth is less marked than expected is due mainly to a reduction in incoming trade in ores, coal and crude oil. Bulk chemicals, edible oils and mineral oil products continue to grow, by about 15%. Container throughput easily managed to match the extreme increase experienced in the first quarter of 2005.

Then, the easing of textile quotas led to an unprecedented influx of containers from China. Added to this, it was only towards the end of 2005 that competition from neighbouring ports was felt. In 2005, this resulted in a quarterly growth of 18%. In the first quarter of 2006, there was an improvement of 3.6%, to almost 23 million tonnes. Expressed in TEU (20-foot container units), this is 2,313,000 units (+4%).

A significant reason for the fall in the quantities of coal (-5%) and ores & scrap (-17%) handled was the low water levels. This hampered outgoing trade by inland shipping. As a result, stocks at the terminal increased to such an extent that imports by sea were also cut. To compensate, the power stations in Germany imported more coal by rail from Poland and the Czech Republic. In the course of the year, coal throughput recovered. However, the quantity of ore handled was not only affected by the water level, but also the temporary closure of a German blast furnace and the reduction of stocks at another steel complex.

Last year, the refineries operated to full capacity. As a result, we can expect some slight pressure on throughput (depending on the quarter) from maintenance work and incidents. The quantities of oil products (from naphtha right up to heavy fuel oil), bulk chemicals and edible oils handled has increased by double figures, about 15%, to become a mainstay of the port. This liquid bulk, together with other dry bulk (a lot of industrial minerals for the chemical and metal industry, +5%), is a good indicator of economic activity and the role ports play in this.
© Port of Rotterdam Authority


Special train tests the Betuwe Line
06-14-2006
This week, a special survey train started testing the Betuwe Line. The main task is to try out the power-supply and security systems.

The survey train consists of several vehicles. The complete train comprises a diesel locomotive, fitted with the new security system ERTMS, an electric locomotive that can handle a power supply that varies from 1500 volt to 25 kilovolt. There is also a container wagon, mounted with a pantograph (an arm on the roof for measuring the current), a dining car that has been converted into a test centre and a work vehicle. The first tests have already been conducted on the stretch of track in the vicinity of Tiel. Total costs for the line have now reached € 4.6 billion. If all goes according to plan, the freight line will go into operation at the beginning of next year.

Special train tests the Betuwe Line
06-14-2006
This week, a special survey train started testing the Betuwe Line. The main task is to try out the power-supply and security systems.

The survey train consists of several vehicles. The complete train comprises a diesel locomotive, fitted with the new security system ERTMS, an electric locomotive that can handle a power supply that varies from 1500 volt to 25 kilovolt. There is also a container wagon, mounted with a pantograph (an arm on the roof for measuring the current), a dining car that has been converted into a test centre and a work vehicle. The first tests have already been conducted on the stretch of track in the vicinity of Tiel. Total costs for the line have now reached € 4.6 billion. If all goes according to plan, the freight line will go into operation at the beginning of next year.
*
The electric lokomotive
http://i21.photobucket.com/albums/b299/momo1435/189016.jpg
A 189 from Railion, but with Betuweroute branding

First customer for maasvlakte 2
APM terminals has made an agreement with Harbour authorities for a Terminal of 167 acres and a capacity which can rise to 4.5 milion TEU. this was one of the most important deals to ensure the start of Maasvlakte 2.
Article in dutch.

Eerste klant voor Maasvlakte 2
ROTTERDAM - Havenbedrijf Rotterdam en APM Terminals hebben een overeenkomst onder voorwaarden gesloten voor uitgifte van een containerterminal op Maasvlakte 2. De terminal wordt maximaal 167 hectare groot en kan groeien naar een capaciteit van zo'n 4,5 miljoen TEU. Daarmee is voldaan aan een belangrijke voorwaarde voor de aanleg van Maasvlakte 2. Naast de uitgifte voert het Havenbedrijf ook nog een zogenoemde open beoordelingsprocedure voor uitgifte van een containerterminal van 138 hectare

APM Terminals first customer for Maasvlakte 2

06-21-2006
Port of Rotterdam Authority and APM Terminals have concluded an agreement, under certain conditions to be satisfied, for the lease of a container terminal on Maasvlakte 2.

The terminal will amount to a maximum size of 167 hectares with a potential handling capacity of 4.5 million TEU.

The terminal will be built in phases. The first part should be operational at the latest in 2014. CEO Hans Smits of the Port of Rotterdam Authority: “With this deal we have secured the first large customer for Maasvlakte 2. An important condition for the construction of Maasvlakte 2 has been fulfilled. At the same time we ensure that APM Terminals and Maersk Line will be able to grow in Rotterdam, also for the long term, which will benefit the competitive position of the port. I am therefore very pleased with this agreement.”

APM Terminals forms part of the Danish AP Møller - Maersk Group. Maersk Line, a sister company of APM Terminals, represents the combination of Maersk Sealand and P&O Nedlloyd, with a market share of 18%, is the world’s largest containership line. APM Terminals, is one of the top four largest, independent, global container terminal operator in the world, already operates a container terminal in Rotterdam, that handles predominantly Maersk Line volumes. The situation of APM Terminals and Maersk in Rotterdam is a special one, considering the incorporation of P&O Nedlloyd in Maersk Line as well as the agreements made on the construction of the Euromax terminal. With the signing of this agreement, APM Terminals now secures sufficient long term capacity to keep growing in Rotterdam. And at the same time Maersk Line’s future volumes can be handled in Rotterdam and will not need to be moved to other ports.

The Port of Rotterdam Authority is at present also performing a so-called Open Assessment Procedure for the lease of a container terminal of 138 ha. For this terminal, 14 terminal operators and shipping lines have been selected as pre-qualified candidates. The Port of Rotterdam Authority expects by the end of June 2006 the bids of the candidates. APM Terminals is one of these pre-qualified candidates but will withdraw from the tender procedure as soon as the conditions are satisfied. Hans Smits: “The two leases are separate. The market has a lot of interest to establish terminals on Maasvlakte 2. I therefore expect to be able to finalize the Open Assessment Procedure successfully mid next year. Already a third of Maasvlakte 2 shall at that point of time have been granted.” The planning aims at bringing the Open Assessment Procedure - terminal earlier into operation than the new terminal of APM Terminals.

The new terminal for APM Terminals will be built in phases. The first part is 60 hectares. This may be extended in three phases to a total of 167 hectares, under the condition that an agreed amount of containers will be handled on the terminal. The terminal will have a minimum deep-sea quay wall of 2400 meters with a depth up to 20 meters and a barge quay of 500 meters with a depth of more than 10 meters. The terminal has a width of 600 meters, and a capacity of approximately 4,5 million TEU. A direct connection will be made with the rail tracks of the Betuwe Route. The capacity of the current terminal of APM Terminals in Rotterdam is approximately 2,5 million TEU.
For the new terminal of APM Terminals lease conditions, for instance in relation to sustainability and technique, will be comparable to those of the terminal which will be leased via the Open Assessment Procedure.

© Port of Rotterdam Authority

Good news! When will theybegin with the building of Maasvlakte II?

what do you think what will happen with the lighthouse on the Maasvlakte? Maybe they build a new one at Maasvlakte II.

What are the progresses of the Euromax Terminal? When the Cranes will arrive?

INTERVIEW-Rotterdam port eyes major expansion, focus on energy
By Anna Mudeva

ROTTERDAM, July 27 (Reuters) - Europe's biggest port of Rotterdam expects to spend some 8 billion euros in the coming years to expand capacity, with a special focus on energy, to keep in step with booming world trade, a senior official said.

Chief Executive Hans Smits told Reuters in an interview that the Dutch port was aiming to become a European distribution hub for biofuels and liquefied natural gas as the continent struggles to reduce dependence on crude oil imports.

"By the years 2012-2013 we will have some 8 billion euros in investments in capacity expansion at Rotterdam ... 5 billion (of which) will come from the private sector," Smits said.

The port itself has announced plans for a major 3 billion euro expansion project, which will add 1,000 hectares to its existing 10,000 hectares by 2013 to provide a long-term cure to surging trade flows, partly caused by China's growing economy.

Smits said a number of new energy facilities are planned at Rotterdam, which enjoyed a record high growth of 5 percent in cargo volumes in 2005 to some 370 million tonnes.

The port, which is already a major European spot for imports and trade with vegetable oils, wants also to become a hub for biofuels and expects to have two biodiesel and possibly two ethanol plants up and running in the coming few years.

"We see a growing role for biofuels in Europe," Smits said.

Dutch storage company Vopak and Swiss Biopetrol Industries plan to build a biodiesel plant at Rotterdam by the third quarter of next year, while British TMO Renewables and a Dutch consortium will build a bioethanol plant by 2008.

Smits said there was a plan for another biodiesel plant and the port was now talking with an investor to build a big ethanol facility but could not give more details.

LNG, POWER

The port, which is a key trading spot for the European oil industry and houses five oil refineries, expects to have two LNG terminals and three new power plants in the coming years.

"We want to become an LNG hub as we see that north-western Europe needs extra LNG capacity because Europe does not want to become too dependent on crude oil imports and especially on Russia," Smits said.

The Dutch national gas grid operator Gasunie and Vopak are developing an LNG import terminal at the port, which is also the site of another project by oil refiner Petroplus.

"A lot of expansion is also taking place in oil storage facilities. Some of the refineries we have here are modernising their facilities, adding new technology," Smits said.

The port, which will report first-half cargo volumes next week, saw about a 15-percent increase in first-quarter cargo of oil products, bulk chemicals and edible oils, which have become mainstream goods for Rotterdam.

Smits said total second-quarter volumes grew but the port still needs a recovery in the second half of the year to compensate for the slowdown in the first quarter, which was caused by a reduction in imports of ores, coal and crude oil.

China will remain the main driver in the expected increase in container shipping at Rotterdam in the coming years, he said, adding that the Asian country accounted for half of the 12-percent growth in the container business in 2005.

The port will have a new container terminal in 2008 and has been adding other facilities as well to avoid a repeat of the 2004 congestion problems, when ships, barges and trucks laden with Asian containers had to queue for days.

First half-year throughput figures up
08-03-2006

FIGURES

In the first half of 2006, 186 million tonnes of cargo were handled in the port of Rotterdam, 1.1% more than in the first half of 2005. Outgoing trade increased more sharply than incoming trade, at 2.6% and 0.7% respectively, and the 1.7% growth in general cargo was almost twice that of bulk (+0.9%). There was a positive trend in the throughput figures for coal (+6%), other general cargo (+10%), other liquid bulk (+13%), mineral oil products (+7%) and containers (+1%). Expressed in numbers, container throughput was 2% up, at 4.7 million TEU (20-foot units). There was less incoming and outgoing trade in agribulk (-9%), ores and scrap (-3%), crude oil (-3%), roll on /roll off (-1%) and other dry bulk (-2%).

Hans Smits, Port of Rotterdam Authority CEO: “We got off to a slow start this year. The first quarter was rather meagre, but then things picked up. Unfortunately, this was tempered by computer problems at ECT, a strike in the agribulk sector and a shutdown for maintenance work on a blast furnace and a few refineries. In the second half of the year, the recovery process will continue. As a result, annual throughput figures could be up by 2% on last year”.

Dry bulk
The total quantity of dry bulk fell 1% to 44 million tonnes. Throughput figures for agribulk (grains, seeds, animal feed ingredients) have been fluctuating for a few years around the 5 million tonne mark, with some ups and downs. The main factor during the past six months was a protracted strike. An estimated 200,000 tonnes ‘was diverted’. In addition, the port handled less soya beans because a large crusher in the hinterland switched to rapeseed of continental origin. The fall in incoming trade (-13%) was alleviated to some extent by the increase in exports of (intervention) grain (+3%). For the year as a whole, agribulk throughput will probably fall slightly to 10 million tonnes.
Approximately 0.8 million (+6% to 14 million) tonnes more coal were handled. Throughput of coking coal (mainly) for the German steel industry was up slightly. Most growth was and is to be found in coal destined for the German power stations. German imports are increasing and, because a lot of power stations are not located alongside water, they have to be supplied by rail. In response to the already increasing demand and in anticipation of the Betuweroute, EMO will be putting a new rail loader into operation in the second half of the year. To offset this, competition is on the increase, as a result of increased capacity in Amsterdam. For Rotterdam, it seems reasonable to assume slight growth, to about 27 million tonnes, for the year as a whole.

Throughput figures for ores and scrap were 3% down, to 20 million tonnes. It was not possible to make up fully for the transport problems caused by the low water levels and the overhaul of a blast furnace earlier this year. Not even by the increase in outgoing trade (+20% to 1.3 million tonnes), for which exports of scrap metal were almost solely responsible. For the year as a whole, the Port Authority expects throughput to almost equal that of last year, at around 40 million tonnes.

Other dry bulk failed to match the extremely good first six months of last year: -2% to 6 million tonnes. Fewer minerals were imported from China, due to the massive domestic demand, and competition from neighbouring ports was also more strongly felt. The deepening of a set of buoys in the Botlek will be a boost for mineral throughput. About a quarter of other dry bulk is handled at buoys.

Liquid bulk
The total increased by 2% to 87 million tonnes. Incoming trade in crude oil was down slightly (-3% to 50 million tonnes) in comparison with the corresponding six months of last year. There is plenty of demand for oil products and the refinery margins are good. These basic factors keep incoming trade in crude oil at a high level of 100 million tonnes or more. Fluctuations are due mainly to shutdowns for maintenance work. This spring, it was the turn of Shell Pernis, the largest refinery in Europe, and Shell Wesseling (Germany.) In addition to this, Koch (Europoort) was unable to operate at full capacity due to technical problems.
Incoming trade in oil products increased by 12% to 15 million tonnes, whilst outgoing trade remained unchanged at close on 8 million tonnes. When it comes to incoming trade, gas oil increased the most. Western Europe produces too little gas oil (for industrial use and as diesel for vehicles). Imports from Russia, in particular, fill the gap. In terms of outgoing trade, there was most marked growth in the amount of petrol (overcapacity in Western Europe) shipped to Mexico, England and the United States.

Exports of fuel oil from Rotterdam fell slightly.

Throughput figures for other liquid bulk - mostly basic chemicals - were 13% up, to 15 million tonnes (outgoing trade +13%, incoming trade +12%). Results have been good for the seventh consecutive year now. The main products showing an increase, among the 500 or so frequently handled, in the first half of the year were methanol (indisputable number 1 for a long time) and MTBE (methyl tertiary-butyl ether). Edible oils and fats are doing extremely well. Last year, the palm oil refineries of Loders Croklaan and KOG went into operation. Now, the demand for biodiesel is boosting imports of rapeseed and soya-bean oil. The rapeseed oil comes mainly from France, with Canada as an up-and-coming land of origin.

General cargo
The first six months of the year was lukewarm for the general cargo sector, with an increase of 1 million tonnes (+2%) to 55 million tonnes. Both incoming and outgoing trade in containers were up by 1%. In weight, throughput increased by 500,000 tonnes to 46 million tonnes. Expressed in numbers, by 2% to 4.7 million TEU (+91,000). The increase is below average, mainly as a result of the competition from Amsterdam and Antwerp (already expected to have effect last year). Serious computer problems at ECT meant further losses in the region of 50,000 TEU.
The increase in scale in container shipping is illustrated by calls from (extremely) large ships. In the first half of 2005, 30 calls were made by ships in excess of 8000 TEU, as opposed to 119 in the past six months. Nineteen of these ships were even larger than 9000 TEU.

Roll-on / roll-off traffic remained more or less constant at 4.9 million tonnes. The ferry companies announced results varying from positive to slightly negative. Virtually all shipping companies are seeing an increase in the number of containers (on ‘MAFIs’, a sort of sledge), at the expense of trailers and the majority of companies are expanding capacity. In the second half of the year, a substantial increase in Rotterdam’s ferry throughput is expected, due to such factors as the start of Norfolkline.

Other general cargo recovered what it had lost last year: +10% to 4.6 million tonnes. Important growth products were metals, non-ferrous metals, semi-manufactured goods and project cargo. More and more fruit is being transported by container but, thanks to the influx of bananas, conventional throughput (on pallets in the ship’s hold) is receiving a boost this year after all.
© Port of Rotterdam Authority


http://www.peutz.nl/images/referenties/kraanschip_thialf_heerema.jpg Rotterdam based Thialf Heavy Lift Platform from Heerema

http://www.icona.nl/berlioz/fotos/DSC00168p.jpg

Are those container carriers driverless ?

Yes, since 1993. See: http://www.ect.nl/public/static/ProvenTechnology.htm

El puerto de ROTTERDAM si que me impresiono, por lo moderno y por las dimensiones monumentales que tiene, es impresionante

Krohne to build super calibration facility in port

DORDRECHT – The Dordrecht firm Krohne Altometer is to start work on the world’s largest calibration facility for flowmeters for the oil industry before the end of this month. The two-hectare complex will be built alongside the Shell and Argos refineries in the port of Rotterdam, on the former site of the Nerefco refinery.

With the new facility, which carries a price tag of thirty million Euro, it will be possible to calibrate and adjust flowmeters with a diameter of up to sixty centimetres. These meters are used for loading and unloading oil tankers, by oil rigs and refineries. “The smallest deviation in these meters can make a massive difference financially,” according to Krohne director André Boer. “A client of ours has a station in Saudi Arabia where supertankers are filled. Six million barrels of oil a day pass through the meters there. A deviation of a five-hundredth of a percentage costs him a hundred and seventy thousand dollars a day."

Krohne manufactures, among other things, flowmeters for water, cola and oil. At the moment, the largest calibration facility for oil meters is located in Marseille, France. The flowmeters produced by Krohne are transported there and back by lorry. According to Boer, that is very time-consuming and, moreover, this facility dates back to the 1970s. The new facility in Rotterdam can pump round more than one and a half times as much oil as that in Marseille and adjust meters for thin (petrol), slightly thicker and thick (fuel oil) oil. Boer: “Furthermore, we can reduce uncertainty to 0.02 percent. This will make it the most accurate calibration facility in the world. We will be setting a new standard, which also reflects well on the Netherlands and Rotterdam."
In order to avoid the appearance of a conflict of interests - Krohne would be calibrating its own meters at the new facility - the complex will be leased, following construction, to the Nederlands Meetinstituut (NMi), also of Dordrecht. Any company will therefore be free to use it.

If all goes according to plan, the calibration facility will be completed by next August. After six months of trials, it will go into operation on 1 January 2008.
© AD

------------

Approval for Maasvlakte II
10-13-2006
The Dutch House of Representatives has approved the revised plans for the construction of the Second Maasvlakte. The Port of Rotterdam Authority is confident that work on the port expansion can start in 2008.

The plans had to be revised after the Council of State severely criticised several parts of the project early last year. The revisions have addressed the criticisms. Parliament also agreed to the plan to build the seawall of the Second Maasvlakte in one go. That provides major cost savings and is better for the environment as well.
© AD

Stena Line investing heavily
11-01-2006
Stena Line is to invest €200 million in two new ferry ships for the freight route Hook of Holland-Killingholme. The first ship is expected to go into service in April and the other one six months later. Thanks to the new ships, Stena Line will be able to offer its freight customers better sailing times and more capacity. The ferry company had earlier announced its intention to increase the capacity of the superferries Stena Hollandica and Stena Britannica to a length of 240 metres. Stena Line is putting €100 million into this conversion.

Stena Line is to take its fast ferry HSS Discovery out of service next year. The last voyage of the catamaran on the Hook of Holland-Harwich route will be on 8 January, the company has announced. According to Stena Line, the catamaran is too expensive to really compete with the airlines.

The ship normally makes two round trips a day. The crossing to Harwich takes 4.5 hours, which is twice as fast as by normal ferry. But the speed can no longer justify the operating costs. The Discovery uses much more diesel than other ships in the company’s fleet, whilst the price of diesel has more than doubled in the past few years.

© Nieuwsblad Transport

http://www.vankroonenburg.com/Vuurtorenstraat/images/HvHolland04.jpg

It's a pity. It was a special ship. But what kind of ships do they want to float with in the future?

Rotterdam Port marketing team in Malaysia to boost trade
November 13 2006
PortsWorld


ROTTERDAM Port, billed as Asia's gateway port to Europe, will make a pitch to strengthen its role in Malaysia's trade with Europe through a strong marketing delegation from the port led by the vice-mayor of Rotterdam, Roelf de Boer, during its visit to Malaysia from today to Friday.

de Boer, a former minister of transport and deputy prime minister, will be accompanied by Ger van Tongeren, executive vice-president & chief commercial officer of Port of Rotterdam Authority, Kees Weststrate, area manager South-East Asia, Pieter van Essen, director of Department of Industry & Bulk, Harry van de Braak, adviser to the board of the Port of Rotterdam Authority.

The Head of the Economic Unit of The Royal Netherlands Embassy in Kuala Lumpur, Jacoba Bolderheij, said purpose of the visit is to strengthen relations with Malaysian shipping and logistics companies.

The delegation, which will be visiting Port Klang, is here to promote the Port of Rotterdam as an energy hub and a centre for palm oil refinery and distribution, she said.

The role of the Port of Rotterdam as a halal hub will also be highlighted to the shipping and trading communities by the port delegation.

Rotterdam is the only halal certified European hub for halal products.

Rotterdam Port, which handles an estimated 400 million tonnes of cargo, recently opened the halal distribution centre primarily to reach out to the estimated 30 million Muslim consumer market in Europe.

Halal products from all corners of the world are imported and distributed across Europe from this centre in Rotterdam.

Two companies, VAT Logistics and Eurofrigo, have recently been officially certified after they were approved by the Halal Audit Co, also based in Rotterdam.

Port of Rotterdam Authority revealed that a 3.5ha halal distribution centre would be built on the Maasvlakte.

It is said that a declaration of intent between VAT and Asian export firm Hecny Group has been signed in the Indonesian capital to put the depot into operation.

VAT will be building a new depot on the Maasvlakte, which the logistics service provider is trying to fill with halal products in collaboration with Hecny, its agent in Indonesia and Malaysia, the two largest halal-producing countries.

The Rotterdam Port delegation, which will also be accompanied by the Dutch Ambassador to Malaysia, H E Lody Embrechts, will meet local transport and logistics companies and shippers using Rotterdam Port at a networking cocktail, managed by PortsWorld, to be held on Wednesday at the Port Information Centre in the International Maritime Square in Klang. - PortsWorld

@RTM84

The CSU is indeed very impressive, but I still tend to like the big bridge-cranes like at the EMO-terminal better. Never understood the relatively smaller bridge-cranes at EECV while much bigger (Berge Stahl) ships visit this terminal.

The Bridge cranes at EECV are not much smaller than those at EMO. But they are very strong, Thats why they can discharge a Vessel like Berge Stahl in about 5 days (bigger grabs).

R:e BERGE STAHL: you might have noticed that the vessel has not been in Rotterdam for about 5 months. The vessel was in China for a Big overhaul and she is due to arriva again in Rotterdam in the course of February 2007. Tha vessel is likely to be renamed to "B-W Stahl" (Bergesen Worldwide).
The "berge stahl" route is now operated by m/v BERGELAND until the end of this year.

Port of Rotterdam operating at full capacity
01-02-2007

FIGURES

Growth not really good compared with year before; due to technical problems at the main container terminal ETC Delta Terminal.

In 2006, 377 million tonnes of goods were handled in the port of Rotterdam, 1.7% up on 2005 and a new record. Outgoing trade showed more marked growth than incoming, at 4 and 1% respectively. General cargo increased by 2.5%, whilst bulk remained static. Imports and exports of ores and scrap (-6%), agribulk (-14%) and crude oil (-3%) were down. Throughput of coal (+3%), other dry bulk (+8%), other liquid bulk (+14%), mineral oil products (+8%), containers (+3%) roll on /roll off (+1%) and other general cargo (+8%) showed healthy growth. There was a 4% increase in the actual number of containers handled, to 9.6 million TEU (20-foot units). New records were established in five sectors: mineral oil products, coal, containers, other dry bulk and other liquid bulk.

Hans Smits, Port of Rotterdam Authority CEO: "Virtually the whole of the port is continuing to operate at full capacity. With the current terminal capabilities, it’s possible to approach the maximum growth scenario. Only when the major expansions, such as the EMO coal terminal and the Euromax container terminal, have been completed will it be possible to accelerate the growth.This is sorely needed. It doesn’t matter how big the site is, there are always a number of candidates and from a number of different sectors. Virtually every global player wants a strategic position with deep water and plenty of rail capacity. Rotterdam is therefore in great demand and the Betuweroute plays an important role here. Take, for example, the contract we signed this year with AP Møller for a terminal on Maasvlakte 2 and the more intensive collaboration between ECT and the CKYH alliance in Euromax. In 2007, container throughput will be limited again physically, however, so that growth of around 6% is realistic. Expectations for total throughput are very good again, with an increase of 2.5% to about 386 million tonnes".

Dry bulk
The total quantity of dry bulk fell by 2% to 87 million tonnes. A record quantity of coal, +3% to over 27 million tonnes, was handled. The originally low demand from power plants and the effects of the low water levels were compensated for in the course of the year. The demand for coal is increasing structurally. In the first place from Germany, but also in the port area where E.on and Electrabel plan to establish power plants. In addition to this, demand is becoming more unpredictable due to the increasing share of the ‘spot market' at the expense of long-term contracts. This calls for more buffer space in the ports. The expansion of the EMO and the new train loader are a response to this.

There was a 6% fall in ore and scrap throughput, to 38 million tonnes. Although 2006 was a good year for the steel sector, imports of ore via Rotterdam were down. At the beginning of the year, the rundown of stocks built up at the end of 2005 played a role. In addition, Arcelor is reducing production capacity, to start with in Liège, and a blast furnace in Duisburg was faced with an unplanned shutdown.

Other dry bulk continues to show an upward trend with an increase of 8% this year, to a record 13 million tonnes. There is continuing high demand from the construction, chemical and metal industries for sand, gravel, ores, minerals and concentrates. After five consecutive years of growth, Rotterdam seems to be approaching its ceiling when it comes to handling these products, however. It looks as if there will be a slight increase next year, but clients have already been denied transshipment capacity.

Throughput of agribulk (grains, seeds, animal feed) was hit quite hard, down 14% to 9.2 million tonnes. In addition to a strike and changing regulations, which made the import of palm products less attractive, a lot of European rapeseed was used for the production of bio fuels instead of raw materials from overseas. If you add to this the uncertainty surrounding the import of (possibly) genetically contaminated rice and maize products, you will realise that the sector would prefer to forget this year. A ray of hope is the completion of an unloading pit for trains at EBS, which will reinforce Rotterdam’s export position.

Liquid bulk
Total volume was up by close on 3% to 176 million tonnes. Incoming trade in crude oil was down slightly, 3% to 99 million tonnes, in comparison with a very good previous year. During the year, incoming trade was only a fraction lower. In the final quarter, demand for refinery products was down and refinery margins fell, putting a squeeze on oil imports. Rotterdam’s incoming trade is around a pivotal level of 100 million tonnes. The anticipated modernization of the Kuwait Petroleum Europoort refinery could raise this to a slightly higher structural level.

Incoming trade in oil products was 7% up to 29 million tonnes and outgoing trade by 11% to 17 million tonnes. In total, a record quantity of 46 million tonnes (+8%) was handled. The regional differences in demand and supply, both quantitative and qualitative, are already producing a lot of movement in themselves. Environmentally-driven government measures and the active trade sector are reinforcing these.

Throughput of other liquid bulk, mostly basic chemicals, was 14% up and easily set a new record at 31 million tonnes (exports +5%, imports +18%). This, the biggest increase in years, is in both bulk chemicals and vegetable oils. Generally speaking, throughput of chemical products is in line with the upward movement in trade. Two major flows, methanol and MTBE, were given an extra boost by the demand for bio fuels. This is also the reason behind the increase in the handling of vegetable oils from rapeseed, palm nuts and soya beans.

General cargo
It was another good year for the general cargo sector, with an increase of 4 million tonnes (+4%) to 113 million tonnes. Containers accounted for the lion’s share, with 3 million tonnes (imports +4%, exports +3%). Expressed in numbers, this is the equivalent of +4% to 9.6 million TEU (+350,000).
Following the relapse in the spring, things were back to normal, and a record was even set, by about September. The driving forces behind this were and are the Far East and Russia. The takeover of P&O Nedlloyd by Maersk and the increase in the number of mega-ships led to a radical reorganisation of the global network of liner traffic. Rotterdam got 16 new services and lost 5. Demand, which is expected to produce a 6% increase in container throughput in 2007, exceeds current capacity.

Roll-on / roll-off recovered from last year’s dramatic fall (-10%) and ends the year slightly up, by 1% to 10 million tonnes.

Considering the moderate growth in the whole HLH Range, most of the Rotterdam terminals therefore managed to win back some share in this razor-sharp market. These gains were due mainly to the increase in container handling as opposed to trailers. In 2007, clear growth in ro-ro is expected due to the arrival of Norfolkline.

Other general cargo, at 8%, to over 9 million tonnes, is above average for the HLH Range. Gevelco attracted new steel cargoes from Rautaruukki (Finland) and Ilva (Italy), Seabrex won banana contracts and RCT/RCC handled new shipments of Mazdas. The positive development of other general cargo is also boosting the demand for space. Interforest, Broekman and Cobelfret were granted an additional 14 hectares in 2006. In 2007, reallocations are planned in the Waalhaven and the restructuring of transshipment in ‘lash barges’.

Enclosure: goods throughput in the port of Rotterdam 2005 and 2006 (provisional).

© Port of Rotterdam Authority



Shipping companies already queuing up for new terminal on Maasvlakte
12-28-2006

The new Euromax container terminal on the Maasvlakte will not actually be in use for another year, but ship owners are already queuing up for it.

The first stage of the Euromax terminal is destined for the CKYH Alliance of four large Asian container vessel owners, the Chinese COSCO Pacific, the Japanese K-Line, the Taiwanese Yang Ming and the Korean Hanjin Shipping Lines. The CKYH Alliance has formed a joint venture with European Container Terminals (ECT), whereby ECT has 51 percent of the shares and the remaining 49 percent will be held by the CKYH.

Initially, the Euromax terminal was a joint venture of ECT and P&O Nedlloyd. As a result of the takeover of P&O Nedlloyd by the Danish Maersk group, ECT had the right to take over the P&O Nedlloyd share. It is this share that ECT has now handed over to the CKYH Alliance.

The Euromax terminal is planned to start operations at the beginning of 2008 and represents a considerable expansion (about 50 percent) of ECT’s container transshipment capacity.
Last year, ECT’s three terminals (the Delta terminal on the Maasvlakte, the Home Terminal in the Eemhaven and the Hanno Terminal in the Waalhaven) handled about 5.6 million containers between them. The Port of Rotterdam Authority, which is building the quay walls, expects the Euromax terminal to eventually account for the transshipment of some 2.5 to three million containers a year. As a result, container transshipments in the port of Rotterdam can start growing strongly again from 2008. All the more because the Asian shipping companies have, with the joint venture for the development of the Euromax terminal, now definitively chosen Rotterdam as their main hub in north-western Europe. With a total capacity of 1,250,000 containers, the CKYH Alliance is currently the world’s largest alliance of container ship owners.

The first stage of the Euromax terminal covers 77 hectares, with a quay length of 1500 metres and a depth of 16.65 metres, sufficient for the largest category of container ships.
The terminal will be highly automated. The first container cranes have already arrived from China and were installed in recent months

© AD
Antoon Oosting



HAL returns to Rotterdam
illustrious shipping company opens European head office
01-03-2007

The Holland America Line (HAL), once the most famous shipping company in Rotterdam, known for ships with names like Rotterdam, Nieuw Amsterdam and Statendam, returns to Rotterdam.

Now American-owned as a subsidiary of the Carnival Corporation cruising giant, HAL intends to open a European head office in the “Montevideo” office and residential tower at the Wilhelmina pier in Rotterdam.
Rotterdam Mayor Mr Ivo Opstelten announced HAL’s return in his New Year’s speech yesterday afternoon. “This is good news. The Holland America Line, the pride of Rotterdam, will be back on Dutch soil! The s.s. Rotterdam will then automatically visit the port!'' Mr Opstelten said.
With its European headquarters, HAL is getting ready for the increasing competition for the European cruising tourist. Although most cruise ships are still filled with Americans, the number of Europeans that goes on
shipboard pleasure cruises has also been growing in recent years.

The European head office will include a sales and marketing department that will focus on the European cruising market itself. Now this is still being handled from a distance and via travel agents from the head office in Seattle on the American West Coast. Carnival’s competitors are also increasingly setting up their own operations in Europe in the hunt for the cruising tourist. By setting up a European head office, an illustrious shipping company returns to Rotterdam.

The HAL left with its head office for the United States in 1978. Now officially called Holland America Line, the company has in fact never been away from the port of Rotterdam completely. And there still are several hundreds of Dutch nationals employed on the HAL’s 13 cruise ships. To this end, the HAL has had a small office (HAL Beheer bv human resources) in Spijkenisse since its departure from Rotterdam. It has three sections: personnel, technical purchasing and fleet operations. The purchasing of technical parts is run from Spijkenisse because all HAL ships were built by European shipyards. This office will also move to the European head office in Rotterdam at the beginning of March.

The HAL employs 15,000 people. The company prefers Dutch and British officers in nautical executive positions on its ships. For instance, right now some 350 Dutch captains, navigating officers, engineers as well as hotel personnel are employed on the HAL cruise ships via HAL Beheer.

The HAL Beheer internet site, www.hollandamerica.com, is looking for Dutch candidates for a dozen functions.

© AD
Antoon Oosting

Two groups in terminal bid
01-22-2007

A SHORTLIST for a container terminal concession on the planned Maasvlakte 2 in the port of Rotterdam is believed to have been whittled down to just two consortia ndash; with PSA and MSC and DP World with the New World Alliance, the favourites, writes Helen Hill in Amsterdam .

With confidentiality clauses in place, Port of Rotterdam spokesman Sjaak Poppe could only say that all the bidders for the 3.5m teu container terminal were notified before Christmas which ones the port authority would start negotiations with in the next few weeks.

The Dutch port expects to be able to make an announcement on the successful bid by the summer. The terminal is on a 146 hectare site with a quay wall of around 2,350 m, including space for the barge and feeder handling.

With breach of confidentiality clauses in mind, no one is willing to comment on the shortlisted consortia but speculation is rife. Once again it seems that DP World will go head-to-head with Singapore's PSA.DP World finally outbid PSA for P&O and now they are to compete for one of the most prized terminal concessions in the industry at the EU2.9bn ($3.7m) port extension project, Maasvlakte 2. Port of Rotterdam eventually received six bids from consortia keen to be the first container terminal operator.

Originally, 14 different parties were interested, but then several of them grouped together to form the six. But one of the six, APM Terminals, then withdraw because it had already secured a deal for its own terminal on Maasvlakte 2. APM Terminals container terminal will have a 4.5m teu capacity and be on a 167 hectare site. Both DP World, PSA and MSC, have major terminals in rival port Antwerp.

© Lloyd's List

Some questions

1. is there a list of countries who unloads cargos to this port?

2. the routes to the port from america, australia and asia?

where could i find this data?? thanks

^^
You could send an e-mail the Rotterdam Port Authority for that. Look at their homepage. On this site theres also a lot of statistics, but I don't know if that information is the same you are looking for.

See; www.portofrotterdam.com for the address. ;)

thanks.......:)

Are there already cranes constructed on the Euromax-terminal? I saw some kind of on one of these pictures. (!)

And also when I was visiting Hoek van Holland, I saw one crane towering the west part of the Maasvlakte.

http://www.euromaxterminal.nl/newcontainerterminal/conceptimages/watersidelayout.gif http://www.euromaxterminal.nl/newcontainerterminal/conceptimages/watersidequaycrane.gif

http://www.euromaxterminal.nl/newcontainerterminal/conceptimages/equipped2ndtrolley1.gif http://www.euromaxterminal.nl/newcontainerterminal/conceptimages/armg.gif

Rotterdam Port says economic growth, bad weather have led to container backlog
By TOBY STERLING
20 February 2007

AMSTERDAM, Netherlands (AP) - The Port of Rotterdam, Europe's largest, said Tuesday that the company operating its main terminal has imposed restrictions on the return of empty shipping containers in order to head off a backlog problem before it becomes unmanageable.

The unusual move was taken by European Container Terminals BV -- ultimately owned by Hutchison Whampoa Ltd. -- because of a concurrence of problems including recent bad weather, short staffing and economic growth that is outpacing the speed at which the terminals can expand, Port spokesman Sjaak Poppe said.

Under the restrictions, which give priority to loaded incoming containers, empty containers will be denied access to the ECT terminal after 11 p.m. Tuesday night. ECT said the measures will likely be in place from two to four weeks.

Poppe said the measure was taken by ECT "to prevent the situation from deteriorating. The terminal is working at the edge of capacity, or over, and if we didn't act now the problems would become more serious."

He said Rotterdam is trying to grow capacity at 10 percent to 15 percent per year to keep up with demand, but in practice growth comes in fits and starts.

Last year, the port's throughput rose by 4.1 percent to 9.6 million TEU -- the standard size shipping containers -- with all that increase coming in the second half.

In a press statement, the Port's chief executive apologized for "unpleasant consequences in the rest of the supply chain" resulting from the measures.

But spokesman Poppe said he doubted the restrictions announced Tuesday would lead directly to customers shifting to competing ports like Antwerp in the near future. He said all ports are benefiting from global economic growth.

"The whole of northwest Europe is having trouble building capacity to keep up with demand for transport, due to complicated spacial planning and other regulations and rules," he said.

"Europe is growing more rapidly, you see that in consumption, and people are spending more money on things from China, India, South America ... they want goods that come from overseas."

He noted the immediate problems in Rotterdam had been compounded by smaller ports putting restrictions on the return of empty containers, notably Hamburg, Germany, and Southampton, England.

How much revenues per year the Rotterdam's port generates in billions of Euros? Since it's the largest port, I am just curious to how much 377 million tonnes of goods handled in a year brings back to the economy...

@Machiavel:
Your can find some information on Port of Rotterdam - Facts & Figures (http://www.portofrotterdam.com/en/facts_figures/index.jsp).
More specifically: Page 10 in Port Statistics Brochure http://demo.mamboserver.com/images/M_images/pdf_button.png (http://www.portofrotterdam.com/mmfiles/port_statistics_2005_tcm26-9756.pdf)

i can't seem to find there in their website some datas of how many gantry cranes they have or how many piers they have?

@kikodj:
On the same page, as mentioned in the previous post (http://www.skyscrapercity.com/showpost.php?p=12021456&postcount=151), it says:

Cranes: 86 Container Gantry Cranes
147 Multi-purpose Cranes
58 Bulk (gantry) Cranes
25 Floating Cranes
10 Sheerlegs

As for the piers: I think you have to count them yourself:
So zoom in and start counting: Map (http://maps.google.nl/maps?f=q&hl=nl&q=Rotterdam&layer=&ie=UTF8&z=11&ll=51.910814,4.283295&spn=0.185529,0.618668&t=k&om=1) :)

Rotterdam pushed to the limit
15/03/07

It is no secret that the port of Rotterdam sometimes struggles to cope with the demand on its container capacity. Despite this, carriers still want to come to the leading European container port, writes Helen Hill.

And although last year did not see a steep climb in container volumes, there was still an increase. In teu terms, containers rose by 4.1%, or 400,000 teu, to 9.7m teu and, although this was modest growth compared with nearby ports, it is still a record.

This year, demand is expected to produce a 6% increase in container throughput. This will exceed capacity and Rotterdam is going to have to use every centimetre of space to the maximum effect.

The chief executive of the Port of Rotterdam Authority, Hans Smits, says that container throughput will be limited again physically, so the growth of around 6% is realistic.

"Virtually the whole of the port is continuing to operate at full capacity," he says. "With the current terminal capabilities it is possible to approach the maximum growth scenario." Only when large expansions such as the Euromax container terminal have been completed will it be possible to accelerate growth, he adds.

"This is sorely needed," says Mr Smits. "It does not matter how big the site is. There are always a number of candidates and from a number of different sectors. "Virtually every global operator wants a strategic position with deepwater and plenty of rail capacity." Last year, the driving forces behind the growth were the Far East and Russia.

The takeover of P&O Nedlloyd by Maersk and the increase in the number of megaships led to a "radical reorganisation" of the global network of liner traffic, according to the port authority, and this meant that Rotterdam gained 16 new services but lost five.

Euromax is due to come on stream next year. ECT has now signed a memorandum of understanding with the CKYH alliance of Cosco Pacific, K-Line, Yang Ming and Hanjin. ECT and the alliance will develop and operate Phase I which will have an area of 77 hectares, a quay length of 1,500 m and a draught of 16.65 m. ECT will retain a 51% stake and the alliance will hold 49%.

At Maasvlakte 2, Rotterdam has signed up APM Terminals whose container facility will have 4.5m teu capacity on a 167-hectare site.

It is rumoured that for the 3.5m teu container terminal concession on the Maasvlakte 2 there are only two candidates now in the running ndash; PSA and MSC, and DP World with the New World Alliance.The port authority expects to be able to make an announcement on the successful bid by the summer. This terminal is on a 146-hectare site with a quay wall of around 2,350 m.

© Lloyd's List


LINK TO PROGRAMME THAT SHOWS ROTTERDAM PORT DEVELOPMENT;
http://www.maasvlakte2.com/mmfiles/ontwikkeling_en_tcm81-13788.swf


http://www.eecv.nl/foto/plat.jpg
EECV Europoort
Ertsoverslagbedrijf Europoort C.V. (EECV), situated in the Europoort area of the port of Rotterdam, operates one of the greatest and state of the art bulk terminals in Europe.
On an area of 82 ha approximately 30 Mio tons of iron ore and coal are handled yearly. Using ecologically friendly and up-to-date technologies EECV guarantees permanently unloading of sea vessels, storing and loading of raw materials into push barges and barges for the hinterland transport to the German costumers at the Ruhr area.

http://www.eecv.nl/Engels/index.htm

We were in Waalhaven yesterday on a forum meeting boattrip. There is an empty container terminal. Why is that while the port lacks capacity?

Cranes for more capacity
04-20-2007

Last Saturday the "Zhen Hua 5" from Shanghai arrived in the port of Rotterdam.

It delivered 12 gantry cranes for the ECT Euromax Terminal under construction. The terminal, with a capacity of 2.3 million TEU in the first phase, will come into operation next year. This rises the container capacity in Rotterdam with some 20%.

The Automated Rail Mounted Gantry Cranes (ARMG's) are going to work the stacking lanes at the terminal. On the waterside, automatic vehicles take care of the transport to and from the vessels. On the landside trucks carry the containers to and from the shippers and consignees. In between, the ARMG’s are able to (re)arrange their lane in the most efficient way considering the external delivery and pick up patterns. All these movements are directed and controlled by a remote control center. In the first phase, the equipment of the terminal include 58 ARMG's (16 arrived earlier) and a/o 16 quay cranes 2 rail cranes and 96 automatic vehicles.

http://koopvaardij.web-log.nl/photos/uncategorized/a_zhen_hua72.jpg

----------------


Rotterdam builds new containerterminal
04-18-2007

The Port of Rotterdam Authority (PoR) and terminal operator ECT are constructing the new “Delta Barge Feeder Terminal” (DBF) at Maasvlakte. The terminal is specially designed for handling inland vessels and feeder vessels.

The construction of the quay wall of 800 meters, the whole width of the Delta peninsula, is almost completed. The wall is built some 75 meters into the water and the resulting basin is filled in with 700,000 m3 of sand originating in the future Yangtse dock at the Maasvlakte. At the moment the constructors are busy with the pipes and cables and pavement of the area (see photograph), working from north to south.

ECT expects to receive the first three quay cranes in March 2008. They can be operational 2 months later. In this first phase the capacity of DBF is 300,000 TEU. The final capacity will be three times that much an finally the costs will amount to some € 145 million, of which one third for the quay wall and the other basic infrastructure.

-------------


Best port in Europe again

The port of Rotterdam has been voted best port in Europe for the twenty-first time in succession by readers of the trade magazine "Cargonews Asia". Furthermore, ECT was proclaimed the best European container terminal.

Great pictures of big cargo!

And it's good to hear that Port of Rotterdam still gets it's recognition with all the computer problems and the strikes.

well super Rotterdam port..truly amazing,so nice and organized....+i love as well all those big industrial sites..they look so cool

New Cranes of Euromax containerterminal on de Maasvlakte.

http://img84.imageshack.us/img84/2074/euromax1rh9.png

are those cranes, that are able to carry 2 containers instead of only one, like the old ones?

Wow this is really the biggest port in the world!!

It was for a long time, now it is the 3rd biggest port in the world. It is the biggest port of Europe. If go by car on the High way from the beginning point to the end of it, it will take a drive of an hour. During taffic jams it can take you 2,5 hours.

http://img84.imageshack.us/img84/2074/euromax1rh9.png

are those cranes, that are able to carry 2 containers instead of only one, like the old ones?

Yes, it's true. :)

Damn they look nice

I hpoe Rotterdam become again the world's largest port

Can I just head over to the port and have a look around or is it off-limits?

^^
You are free to go to the port and have a look, as long as you stay on the public road. You are not allowed to enter the actual terminals or factory areas of course, mainly because of safety issues.

Thanks for the clarification :)

Alternatively you could take a boat excursion through the port area with Spido. Their terminal is right next to the Erasmus bridge.

The Port of Rotterdam is really amazing

http://207.44.228.232/images/B00/315.jpg
Pic. by @JAN KLERKS
home.moret.org

Substantial increase in throughput for Port of Rotterdam

HALF YEAR FIGURES

07-25-2007
In the first half of 2007, 196 million tonnes of cargo were handled in the port of Rotterdam, 4.2% more than the same period of last year. Outbound trade was 15.9% up, inbound trade 0.4%. General cargo accounted for virtually all of the growth, up 11.7%, whilst bulk remained more or less static with an increase of 0.9%. Throughput of mineral oil products (+35%), other dry bulk (+8%), roll on/ roll off (+28%) and containers (+11%) showed a positive trend. Expressed in numbers, container throughput increased by 13% to 5.3 million TEU (20-foot units). Less agribulk (-13%), ores & scrap (-4%) and crude oil (-8%) were imported. There was no change in the transshipment of other liquid bulk and other general cargo.

Hans Smits, Port of Rotterdam Authority CEO: "It was a strong six months, with above average growth. This was despite the fall in inbound oil due to a smashed jetty. The great figures for oil products and containers easily made up for this setback. This compensatory effect is a little less marked in the second half of the year, but I’m still counting on annual results of over 390 million tonnes."

Dry bulk
Total dry bulk fell by 6% to 42 million tonnes. Agribulk (grains, seeds, animal feed ingredients) was 1 million tonnes below the 'normal' level of 5 million tonnes. Overseas raw materials, such as soya beans, for mixed feed and oil pressing, are being used more in China or remain in the United States. These were replaced by grains and rapeseed from Europe. Also, inbound shredded palm fell substantially due to the decline in demand from energy producers. Related to this, traders are unable to put together full ship’s loads and no significant service for part loads calls in Rotterdam. Because Europe is using more of its own products, this put pressure on outbound trade.

Almost 1.5 million tonnes (-11% to just over 12 million) less coal were handled. The main reason for this was the mild winter. In addition, the power plant on the Maasvlakte underwent major repairs and, in anticipation of lower freight charges, people ate into stocks. In the second half of the year, inbound trade did improve, but still remained below last year’s level.

Throughput figures for ores and scrap fell by 4% to close on 19 million tonnes. Some ships sought an alternative port due to the tugmen’s strike action, but more important was the shortage of certain types of ore, so that stocks had to be eaten into. The increase in outbound trade (+15% to 1.5 million tonnes), particularly scrap, compensated to some extent.

Other dry bulk performed better, up almost 8% to over 6 million tonnes. This mainly involved minerals for the production of glass, paper, steel and the chemical industry. This industry has already been performing extremely well for some years. About a quarter of the other dry bulk is handled on the buoys. The Port Authority is continuing with its policy of providing space for this wherever possible, e.g. with the redesign of the Caland Canal.

Liquid bulk
The total increased by 4% to 91 million tonnes. Inbound crude oil was way down (-8% to 46 million tonnes) in comparison with the corresponding period of last year. Demand for oil products was high and the refinery margins good. These fundamental factors held demand at a high level (around 50 million). Rotterdam was unable to fully meet this demand, because one of the two MOT unloading jetties was seriously damaged at the beginning of the year. A new pier will be ready for use in mid-2008.

Throughput of oil products was up by almost a third, to 30 million tonnes. This was largely thanks to Rotterdam’s hub function for fuel oil. At first, the mild winter pushed up supply and put pressure on the price of Russian fuel oil. Later, it was the demand, with high prices in Asia, that drew the products away from relatively cheap Rotterdam. In the past year, 14 VLCCs have taken close on 4 million tonnes of fuel oil on board, four times as much as in the first half of 2006.

The transshipment of other liquid bulk remained static at 15 million tonnes (inbound +1%, outbound -3%). This category covers hundreds of basic chemicals and a few dozen vegetable and animal oils, fats and juices. After a slow increase during the past five years, there is now evidence that things have stabilised.

General cargo
The general cargo sector had a good first six months, with an increase of almost 7 million tonnes (+12%) to 64 million tonnes. Inbound and outbound containers were up, by 13 and 9% respectively. Expressed in weight, throughput increased by 11% to 51 million tonnes. In numbers, by 13% to 5.3 million TEU (+599,000). The increase is even more marked at the deepsea terminals which operate a lot of services to the Far East. This limits the handling of feeder and inland shipping and pushes down the total. The strikes by tugmen at the start of this year cost around 2% growth.

Roll-on / roll-off was 28% up, to almost 8 million tonnes, due to the opening of the Norfolkline terminal (Vlaardingen) and the addition of Stena Line (Hook of Holland). Added to this, bigger ships were put into service.

The handling of other general cargo was more or less static, at 5 million tonnes. The halving of transport by LASH ship was compensated for by the growth in other sectors, such as paper products and steel. Hyundai, for example, launched a new liner service to China, with steel as the basic cargo.

© Port of Rotterdam Authority

*************************************************************



Substantial growth brings port close to stabilising market share

07-27-2007

ROTTERDAM – A 13% increase in container throughput is still not enough for the port of Rotterdam to stabilise its market share in Europe (last year 34.5%). Rotterdam is managing to hold its own against Antwerp and Hamburg, which saw container throughput rise by 15%, but is losing ground to fast developers like the French port of Le Havre and Zeebrugge in Belgium.

Stabilisation of the market share is what the Port Authority is aiming for. According to CEO Hans Smits, this can be achieved next year if the new Euromax terminal, with a capacity of 3.6 million TEU (standard 20-foot container), is in operation by then.

Nevertheless, Smits appeared satisfied at the presentation of the half-yearly figures: Growth in Antwerp and Hamburg might be higher, but the gap has shrunk considerably.

The growth percentage, 4.2% for total throughput, is largely down to the container sector. In the first six months, 190 million tonnes of goods were handled. Smits: That’s hardly surprising, considering the economic trend; things are going well in the Netherlands, Europe and the world. Yet Smits feels that the port delivered a top performance. You have to be able to accommodate the growth. The port has been very near to full capacity for more than a year now. Then it’s splendid if you can still achieve substantial growth purely by making better use of the available space.

The port CEO praised stevedore ECT, which he had held responsible for last year’s modest growth figures. At ECT, which handles 80% of containers in the port of Rotterdam, they achieved 15.7% growth. This growth meant delays at the rear of the deepsea terminals, from which coastal shipping, feeders and inland shipping suffered. Figures would have been better without the hold-ups. Smits: The supply chain to the hinterland is under considerable pressure. Due to the delays, inland shipping can no longer run a service to the hinterland three times a week, but only twice. As a result, more cargo is now travelling by road, which is an undesirable development. When the new terminal for feeders and inland shipping goes into operation next year, the congestion problems should be a thing of the past. In time, the new Betuwe Route should also make a difference.

Inbound crude oil was down 8%, to 46 million tonnes. That is the consequence of the heavy storms at the beginning of the year. An oil tanker broke adrift and damaged one of the two unloading jetties beyond repair. As a result, Rotterdam missed out on 7 million tonnes of inbound crude oil during the past six months. The new pier will not be ready for use until 2008. Consequently, for the first time in years, it will not be possible to meet the 100 million tonne mark for inbound crude oil.

For a success story, there is fuel oil, particularly from Russia. It quadrupled, to 4 million tonnes. When it comes to fuel oil, Rotterdam is the global hub. It is a question of price: a tonne of fuel oil costs $ 360 in Rotterdam, $ 400 in Singapore. A container ship uses 300 tonnes a day and takes about 80 days for a round trip Rotterdam-Far East. Smits: Due to the massive demand for fuel oil, there is also a need for more storage capacity. We have to say no to the market on that score. We simply don’t have the room.

Inbound coal was down, due to a mild winter and fierce competition from Amsterdam. The decline in agribulk is starting to look more structural. Recovery is only expected once the production of bio-ethanol as fuel really takes off in Rotterdam.

The Port Authority is counting on total throughput of 390 million tonnes for 2007 as a whole.

© Het Financieele Dagblad
Ton Olde Monnikhof


http://www.ect.nl/images/ImageArchive/LowRes/MEB070101014.jpg
Vieuw from the new Euromaxx Terminal
www.ect.nl


Container terminals on Maasvlakte II to be run by foreign concerns
07-12-2007
ROTTERDAM - Dubai Ports World and the container shipping companies Mitsui OSK Lines of Japan, Hyundai Merchant Marine of Korea, APL of Singapore and the French CMA CGM are to operate the first container terminal on Maasvlakte II, as of 2013. This was announced yesterday by the Port of Rotterdam Authority.

APM-T (Maersk) will run the second terminal, starting in 2014. The Port Authority is busy concluding negotiations with ECT, which is now the largest in the port of Rotterdam, on expansion of the Euromax terminal.

Considering how well the allocation of Maasvlakte II is going, the Port Authority thinks that it will be possible to recoup the total investment costs of € 2.9 billion for the port expansion. The Port Authority might even have some money left over.
© AD

******************************************************************************

Container terminal on Maasvlakte 2 goes to broad consortium
07-11-2007
The first container terminal to go into operation on Maasvlakte 2 will be run by a consortium consisting of terminal operator DP World and four shipping companies: New World Alliance (MOL, Hyundai and Neptune Orient Lines/APL) and CMA CGM. This ‘Rotterdam World Gateway’ consortium submitted the best proposal. The terminal will have a capacity of around 4 million TEU (standard size for containers) and will be operational in 2013. Port Authority CEO, Hans Smits: “Several factors were weighed up in the process, from finance to sustainability. We have achieved an excellent result with this method of inviting proposals. We are extremely pleased with this winner.”

In 2005, the Port of Rotterdam Authority launched an open assessment procedure for operating the first container terminal to open on Maasvlakte 2. Fourteen shipping and stevedoring companies applied for the 156-ha terminal. Consortia were formed quickly, enabling parties to make a better (joint) offer. The consortium ‘Rotterdam World Gateway’, comprising DP World (Dubai), Mitsui OSK Lines (MOL) (Japan), Hyundai Merchant Marine (HMM) (Korea), APL (Singapore) and CMA CGM (France) put forward the best plan.

The terminal will have a 1900-metre long deepsea quay with a depth of 20 metres, a 550-metre quay for inland shipping and feeder vessels and its own rail terminal with a connection to the Betuweroute. It will have a capacity of some 4 million TEU. The terminal will be phased into operation, from 2013 onwards. Shortly thereafter, APM Terminals, who acquired a (future) site last year, will also start operating. In total, around 40% of Maasvlakte 2 has already been allocated, although it will be six years before the first site comes into use. This underlines the strategic value that global logistics service providers attach to Rotterdam.

Criteria
The Port Authority used four criteria when assessing the offers: finance, strategy & marketing, technical and sustainability. The Port Authority is particularly pleased with the results of the open assessment procedure with respect to sustainability. Hans Smits: “When it comes to both air pollution caused by the terminal and the modal split we have agreements in black and white which, as far as we know, go further than any other European terminal. The new port area will therefore be truly sustainable. Without an assessment procedure in which consortia know that they are competing with eachother for a highly coveted terminal, it is much more difficult to agree on both a good price and sustainable operations.” Aspects of sustainability include the ’modal split’ (relationship between rail, inland shipping and truck in hinterland transport), emissions from the terminal itself and the vision of sustainable enterprise.

Financially, the bids were assessed in terms of volume guarantees, in addition to the usual revenues from ground rent and harbour dues. This provides the Port Authority with returns which are in line with the business case for Maasvlakte 2. Strategy & marketing involved looking at the position Rotterdam will take up in the network of consortia and the degree to which the terminal will attract cargo that is new to Rotterdam. In the technical field, it was a question of the efficiency of operations and the quality of the terminal.

Construction
At the end of this year, the Port Authority expects to be able to announce which consortium of contractors will be building Maasvlakte 2. The land reclamation will cost in total around € 3 billion. At the moment, various licensing procedures are under way. Construction is set to start in mid 2008. Until the first container is loaded/unloaded on Maasvlakte 2 in 2013, the container sector can continue to grow in the existing port area. Next year, for example, the Euromax terminal will become operational, with a total capacity in the region of 3 million TEU. A combination of the shipping companies Cosco, ‘K’-Line, Yang Ming and Hanjin are participating in this terminal.

Background information
Dubai-based DP World took over P&O Ports in 2006, thereby securing a position for itself as the third largest independent global terminal operator. The four shipping companies are all among the top global operators in container shipping. APL, HMM and MOL work closely together in ’The New World Alliance’, whilst CMA CGM operates both independently and with partners on specific trades.

© Port of Rotterdam Authority

http://www.hakron.nl/cms/nl/images/stories/hakron/projecten/euromax/euromax_foto_1_kademuur.jpg
View of the quay of the Euromaxx terminal.
http://www.hakron.nl/cms/nl/projecten/euromax_kademuur_maasvlakte.html


http://www.zpmc.com/SupplyRecord_List.asp?Column_ID=45
or
http://www.zpmc.com/SupplyRecord_List.asp
Time table for the arrival of the new container cranes.

**

Nieuwbouw Centrale Rotterdam New coal/biomass plant Electrabel on the Maasvlakte in Rotterdam
(Sorry, Dutch only)

Nieuwe kolen/biomassacentrale op Eerste Maasvlakte in Rotterdam
Electrabel Nederland treft voorbereidingen voor de bouw van een nieuwe kolen/biomassa energiecentrale bij Rotterdam. Deze centrale zal qua techniek, rendement en milieueffecten behoren tot de modernste ter wereld. Met deze nieuwe centrale wil Electrabel ook in de toekomst aan de groeiende vraag kunnen voldoen en tegelijk een bijdrage leveren aan een duurzamere energievoorziening.

De centrale is gepland op het terrein van het Europees Massagoed- Overslagbedrijf (EMO) op de Eerste Maasvlakte bij Rotterdam. Naar verwachting zal de centrale op de Maasvlakte in 2011/2012 in bedrijf worden genomen. De definitieve besluitvorming over de investering wordt naar verwachting genomen in de loop van 2007. De startnotitie voor dit project is op 21 november 2005 ingediend.

Met de centrale bij Rotterdam met een vermogen van maximaal 800 MW (8% van de Nederlandse energievoorziening) wil Electrabel de mogelijkheid openen om, naast kolen, over te gaan tot grootschalige bijstook van biomassa. In aanvulling daarop onderzoekt Electrabel of en zo ja, onder welke voorwaarden de nieuwe centrale in Rotterdam kan worden ingericht voor de afvang en opslag van CO2. Dit in aansluiting op de inmiddels in Nederland ontwikkelde visie 'schoon fossiel'. Meer informatie over "schoon fossiel" is te vinden op www.minvrom.nl.

Rechts ziet u een artist impression van de nieuwe kolen/biomassacentrale op het terrein van de EMO op de Eerste Maasvlakte in Rotterdam. De afmetingen komen overeen met een gebruikelijke centrale, maar de definitieve architectuur is nog onderwerp van studie.

Electrabel communiceert in alle openheid met belanghebbenden. Vanaf de start van het project in 2005 is een aantal bijeenkomsten gehouden voor geïnteresseerden uit o.a. Voorne, Hoek van Holland en omgeving Daarmee wil Electrabel een sfeer van openheid en transparantie creëren voor omwonenden en andere betrokkenen rondom het nieuwbouw project in Rotterdam.

www.electrabel.nl/.../nieuwbouw_rotterdam_nl.asp

Europees Massagoed Overslagbedrijf
The largest coal/ore cranes in the world!

The EMO dry bulk terminal has been located at the Maasvlakte Rotterdam since 1973. It is the largest dry bulk Terminal in Europe and it specializes in the unloading and storage of iron ore and coal. These products arrive from all over the world.

Offering direct access to the North Sea at a draught of 23 m EMO handles vessels from Panamax up to the largest dry bulk carriers presently trading. Operating 24 hours a day, 360 days a year, and unloading about 35 mio tons annually, EMO is a vital part of the supply chain of iron ore and coal for the European steel and electricity industries.

Unloading
With a draught of 23 m, a quay length of 1280m and four unloading cranes, EMO has a discharge capacity of approximately 140,000 tonnes per day. At the quayside four Capesize vessels can be unloaded/accommodated simultaneously. With our floating crane we unload directly into smaller vessels. Extra unloading capacity can be obtained as necessary.

Storage
EMO has 160ha of ground storage space and this provides a maximum storage capacity of 6mt in all productes. Taking care of the product is our business therefore the stockpiles are checked regularly and dust control is rigorously maintained.

Barge loading
The barge loading quay, equipeed with three loaders, is situated at the western side of the terminal and enjoys direct access to the most important European waterways network. About 100,000 tonnes of iron ore and coal can be loaded into barges daily for onward transportation.

Train loading
EMO has two rail load installations directly connected with the European railways. The coal train loading facility will be renewed and enlarged this year (2005).

Ship loading
Coal and iron ore for transhipment can be loaded into smaller sea-going ships.

Washing and screening
EMO carries out washing and screening of coal at rates up to 3000 tonnes per day. Using six dedicated silos it will accurately blend various grades of coal to meet the precise requirements of the customer.


http://www.emo.nl/en/emo/images/cijfers.gif
Figures in million tonnes

http://www.emo.nl/_asp/photo/foto/3.jpg

http://www.emo.nl/_asp/photo/foto/6.jpg

www.emo.nl


Maasvlakte II

http://www.catalyprofessionalnetwork.com/data/image/maasvlakte-2.jfif
www.catalyprofessionalnetwork.com

http://www.maasvlakte2.com/mmfiles/overzicht2007_tcm81-16158.jpg
www.maasvlakte2.com

http://www.rboi.nl/Uploads/Atelier%20R/plankaartmaasvlakte%20(2).jpg
www.rboi.nl

The Euromax-terminals office building by KOW-architects.

http://www.kow.nl/architectuur/00003/00014/?image=2&info=desc

Thanks for all your updates on our port! It's really interesting to read.
Do you perhaps have information about the total turnover for all off the businesses located in the port or do you know where I might find such data?

^^
@BLIJDORP
For that kind of information, you have to visit the site of the Rotterdam Port Authority at www.portofrotterdam.com or maybe you can send them an Email. There are plenty freash statistics there.
I only post the half-year and annual port throughput figures in this thread (See post 172). :)

Is Rotterdam still growing slowly ?

Maybe you should read 5 post above yours...

^^

I see good percentages but that doesn't really say much ... you have to see at the others.

I've heard Rotterdam is losing his strong position towards Hamburg and Antwerp.

No. It has been losing some marketshare to other european ports in the past few years, but that's just because some other ports are groing faster. The growth of the port of Rotterdam itsself however is by no means stagnant.

The total throughput per year (all goods) has grown from 328 million metric tons in 2003 to 378 million in 2006.

Source:
http://www.portofrotterdam.com/mmfiles/Haven_in_cijfers_2006_tcm26-27313.pdf

I just heard that now there is a new container crane that can handle 4 containers at the same time..the crane was made by ZPMC..

COSCO Pac expects to seal Rotterdam port deal soon

SHANGHAI, Oct 25 (Reuters) - COSCO Pacific Ltd , an arm of China's largest shipping conglomerate, expects to invest in a container terminal in Rotterdam shortly, an executive said on Thursday, giving it a foothold in Europe's busiest port.

COSCO Pacific, which has been on the prowl for port acquisitions abroad, in December signed a memorandum of understanding (MOU) to jointly develop and operate the Euromax Terminal together with Europe Container Terminals -- controlled by Hutchison Whampoa -- and three other partners.

"I hope to finalise the deal by the end this year or early next year," Ken Chan, deputy managing director of the Chinese container leasing firm and port investment firm, told Reuters on the sidelines of an industry forum.

Under the MOU, Europe Container Terminals would hold 51 percent of the venture, with COSCO, Taiwan's Yang Ming Marine Transport , Japan's Kawasaki Kisen Kaisha and South Korea's Hanjin Shipping sharing the remainder.

Chan declined to reveal the financial details of the project, which would handle 5.6 million twenty-foot equivalent units (TEUs) a year eventually, or the shareholding structure of the four minority owners.

The first phase will have an annual capacity of 2.3 million TEUs and be operational in the second half of 2008, he added.

While seeking more overseas opportunities, the company has said the Chinese domestic market will be the focus because it is the world's fastest growing major market.

The company has made substantial investments in several major ports in China, which is scrambling to expand its ports to exploit a shipping boom which many industry executives say could well extend beyond 2010.

Major projects alone will add about 60 million TEUs of capacity from now to the end of 2009, equivalent to about 73 percent of the country's total capacity last year, Drewry Shipping Consultants estimates.

COSCO Pacific may take a 20 percent stake in a container terminal venture between China's Lianyungang Port Group -- parent of Jiangsu Lianyungang Port Co -- and China Shipping (Group) Co, a Lianyungang port official told Reuters earlier in the month.

COSCO Pacific has also expressed interest in participating in a 6 billion yuan ($802 million) expansion scheme planned by Lianyungang Port Group. After the expansion, the port would be able to handle up to 10 million TEUs a year by 2020 compared with two million TEUs now, the official added.

Chan said COSCO Pacific's total container throughput is expected to rise roughly a fifth in 2007 from 32 million TEUs last year. ($1=7.481 Yuan)

^^^thanks!!

STATS

Port chasing milestones
10-24-2007
Goods throughput in the port of Rotterdam increased by 6.2% to 301 million tonnes in the first nine months of the year. Although growth in the first six months was only 4.2%, the ‘300 mark’ was passed earlier than ever before, thanks to the sprint in the third quarter. Throughput was pushed up mainly by the 30% increase in the transshipment of mineral oil products (+10 million tonnes) and 11% growth in containers (+8 million tonnes). Expressed in TEU, the rise was almost 13%. Port of Rotterdam CEO Hans Smits: “We’ll be passing the 10 million TEU mark this year, as the first non-Asian port to do so. Combined with the boom in oil products, the 400 million mark for total throughput is also within reach. As far as I’m concerned, let the chase begin.”


Liquid bulk
The continuing strong performance by mineral oil products (+30% to 44 million tonnes) is still the result of a worldwide imbalance between demand and supply. This is being restored via the ports. Here, the products are also brought to the right specification through blending. In this connection, Vopak, ETT and the Port Authority in particular have invested, and are still investing, in the substantial expansion of tank and jetty capacity on the Caland Canal.

In comparison with 2006, imports of crude oil are still down (-4%) due to the loss of an unloading pier at the MOT after being hit by a ship. In the third quarter, stocks were topped up via various terminals and price increases for crude oil were anticipated. The decline of the first six months (-8%) was halved and over 71 million tonnes were transferred.

Throughput for other liquid bulk was up slightly, by 1% percent to 23 million tonnes, because the chemical industry continues to produce at a stable high level.

Dry bulk
Agribulk throughput is down again (-7%), largely due to the one-third fall in exports. The European intervention stocks have now been used up and this means that there is a glimmer of hope for the Rotterdam terminals, which are geared more towards imports.

As expected, coal imports have recovered again, to close on 20 million tonnes, due to the building up of winter stocks: -2% to the end of September as opposed to -11% in the first six months.

When it comes to ores and scrap, Rotterdam continues to enjoy some good fortune for the time being. Thanks to the high global demand for steel, Arcelor recently reopened its blast furnace in Liège. Other clients of the port are also operating at full capacity. As a result, the downward trend in the transshipment of ores seen in the first six months has been converted into a 3% increase, to 30 million tonnes.

Other dry bulk , minerals and building materials continue to benefit from the favourable industrial climate in Europe and managed to hold on to a high growth level of +7% . Despite being short of space, the terminals handled 10 million tonnes up to the end of September.

General cargo
The handling of containers increased from 70 million tonnes in the first nine months of 2006 to a good 77 million tonnes (+11%). In TEU that equals 8 million, up 13%. The Asia services in particular are responsible for this, with growth figures of 20% or more. Most of these are handled by ECT, which extended its capabilities by updating its computer system last year. However, there are still some bottlenecks in outgoing trade, mainly during peak times. New capacity is already being deployed, or will be very soon, to deal with this: Rotterdam Container Terminal, overspill site Maasvlakte for trucks, the Betuwe Line, Delta Barge Feeder terminal, etc.

Roll-on / roll-off transport was up by almost a quarter, to 12 million tonnes, thanks to the addition of Stena Line Hook of Holland and the arrival of Norfolk Line. Rotterdam now has six specialised roro terminals. The services focus primarily on England.

In November, the age of 'lash shipping' in Europe ended with the last sailing from Rotterdam to the United States. As the service was run down, throughput figures for other general cargo declined. Thanks to the positive development of steel, metals and paper in particular, this decline was restricted to almost -4%, to 7 million tonnes.

source; www.portofrotterdam.com



Agreement signed on Maasvlakte 2 project
09-18-2007
At a landmark ceremony in Rotterdam today, the new €900 million terminal at Rotterdam, Rotterdam World Gateway (RWG), was officially signed into being by the Port of Rotterdam and the RWG five member consortium.


The agreement, which covers building the superstructure, equipping and operating the new terminal at the Maasvlakte 2 development, was signed by Mr. Hans Smits, CEO Port of Rotterdam Authority and by representatives of each of the partners of the Rotterdam World Gateway consortium. The consortium consists of DP World, APL, Mitsui OSK Lines (MOL), Hyundai Merchant Marine (HMM), and CMA CGM.

Welcoming RWG to Rotterdam Hans Smits commented "The new Maasvlakte 2 provides a high-quality site. Such new terminal locations are very scarce in Europe and this will be even more the case in the next decades. This called for partners able to fill the new terminal, deliver both financially and operationally, while optimising hinterland connectivity as part of the effort to reduce environmental impact of container traffic. Rotterdam World Gateway proved to be this partner!"

The agreement for the operation of the terminal was originally announced on 12 July 2007. It will be the first terminal to be set up on the new site. The terminal will have a 1900-metre long deep-sea quay with a depth of 20 metres, a 550-metre quay for inland shipping and feeder vessels and its own rail terminal with a connection to the Betuweroute. It will have a capacity of some 4 million TEU. The terminal will be phased into operation from 2013 onwards.

The Rotterdam signing ceremony was attended by representatives of the Rotterdam World Gateway Consortium. They included Mr. Jamal Majid Bin Thaniah, Vice Chairman of DP World and Group CEO of Ports and Free Zones World; Mr. Ron Widdows, CEO, APL; Mr. Masakazu Yakushiji, Executive Vice President, MOL; Mr. Yoo, Chang Keun, Executive Vice President, Head of Liner Division, HMM; and Mr. Kévork Hekimian, Executive Vice President CMA CGM.

Speaking at the ceremony, all parties expressed optimism for the future of the terminal and the port. Jamal Majid Bin Thaniah of DP World commented, “We are looking forward to working with our colleagues in the consortium and the Port of Rotterdam to building a world-class terminal operation”.

Ron Widdows of APL said, “As APL and our partners bring larger ships into service, this facility will set new standards in delivering operational efficiency and environmental benefits. This will be our main hub in Europe.“

For Mitsui O.S.K. Lines, Masakazu Yakushiji stated, “The operation of this new terminal will do much to strengthen our position in Europe and is key to our expansion plans in this region”.

Yoo Chang Keun at Hyundai Merchant Marine thanked the Port of Rotterdam for choosing the consortium to run the terminal. “Rotterdam will be a very important main hub for the TNWA Lines, CMA-CGM and DP World and this is a new step towards forming a strategic alliance”.

Kévork Hekimian of CMA CGM described the terminal as “another step in our Group’s strategic move toward the ports and terminals industry. We are sure the new terminal will set a new standard in handling the next generation of mega ships we and our partners have on order.”

http://www.ect.nl/images/ImageArchive/LowRes/DET060509_347.jpg

littel port

small, sorry!

^^
You are joking?
Rotterdam is by far the largest port in the Europe and still the third/second largest port in the world in terms of turnover. In size it stretches over 40km east to west and about 5km north to south

edit: I will post some more pics if I can tomorrow
here is a map
http://img48.imageshack.us/img48/8797/havenrotterdamhu4.jpg (http://imageshack.us)

Plus "the Port of Shanghai" is actually all the ports in that area, some over 100 km from the city itself, plus the rivertrade.
By this method the ports of Amsterdam and/or Antwerp plus all the smaller ports in between could be added to the Port of Rotterdam making the NW Europe complex the largest still.

So it's all a bit meaningless. There are ways to calculate things so that Rotterdam is the largest, while there are ways to calculate in which Singapore or Shanghai is the the largest. It's all just juggeling the numbers and definitions.

^^

This is not a thread about who is larger or bigger and above all we should all ignore ever hopeless thread-polluters like @SHIAN.

Pictures are very welcome :).

Oh I agree!

ok here are some pics I promised

http://img205.imageshack.us/img205/1451/d070505401jpgxe3.jpg (http://imageshack.us)

http://img45.imageshack.us/img45/2626/d070503901jpgaf2.jpg (http://imageshack.us)

This is how the port will look like in 2020

http://img147.imageshack.us/img147/5038/haro2004071820hfd5binjpmg1.jpg (http://imageshack.us)

Milestone on the Maas: 10 million containers
11-23-2007
The port of Rotterdam is the first European port to have handled 10 million container units (TEU) in a single year. To celebrate this milestone, this morning Hans Smits, CEO of the Port of Rotterdam Authority, presided over the shipping of a specially painted container at the ECT Delta terminal. The box is destined for one of the Right To Play projects in the world.


A number of containers containing some 40,000 footballs are being shipped to projects in Sri Lanka, Thailand, Tanzania, Mero Lebanon, Indonesia, the occupied Palestinian territories, Ghana and Benin. The special record container bearing the words ‘Where is this 10th mln container of Rotterdam going to?’ will find its way to one of these countries. Terminals, shipping companies and other service providers (*) give their services free of charge to ship the goods. In addition, the Port Authority donated a sum of €10,000 in support of the work of Right To Play. This international humanitarian organisation aims, through sports and games, to contribute to the development and health of children in the most deprived areas of the world.


1968-2007
In 1968 some 117,000 TEU (standard units of 20 feet) were handled in Rotterdam. The threshold of 1 million (1,116,000) was passed in 1970, and then 5 million (5,495,000) in 1997. If we were to put 10 million TEU containers end to end, they would stretch one and a half times round the world.

Container transshipment continues round the clock: every hour more than 1100 TEU of up to 20 tonnes per unit are unloaded and loaded. In 2020 this is expected to be two and a half times more, 25 million TEU a year.

http://www.portofrotterdam.com/mmfiles/gate_terminal_800_tcm26-32362.jpg
From: http://www.portofrotterdam.com/en/news/pressreleases/2007/18122007_02.jsp
Location: http://maps.google.com/maps/mm?ie=UTF8&hl=nl&ll=51.969984,4.078074&spn=0.0225,0.039611&t=h&z=15&om=1

Final investment decision taken to build first Dutch LNG terminal in Rotterdam

Gasunie and Vopak have taken a final investment decision to build first Dutch LNG terminal with an annual throughput capacity of 9 billion cubic meters

* Estimated all inclusive project cost of around EUR 800 million
* First customers of Gate terminal are DONG Energy, EconGas and Essent
* DONG Energy, Essent and OMV GAS INTERNATIONAL acquire a minority equity stake of 5% each

N.V. Nederlandse Gasunie (Gasunie) and Koninklijke Vopak N.V. (Vopak), strategic partners in Gate terminal, today announce that the final investment decision has been taken to construct a Liquefied Natural Gas (LNG) import terminal in Rotterdam.
The terminal will have an initial throughput capacity of 9 billion cubic meters (bcm) per year and will consist of three storage tanks and one jetty. The annual capacity can be increased to 16 bcm in the future.
The tanks will have a net capacity of 180,000 cubic meters each and the jetty will be suited to accommodate LNG carriers ranging from 65,000 to the biggest carriers.The terminal is expected to be fully operational in the second half of 2011.

4Gas (http://www.4gas.com/?LANG=EN) plans the LionGas (http://www.liongas.nl/en/) LNG-terminal east of the Gate Terminal.

HUGE!!

Port well exceeds expectations

406 Million Tonnes cargo and 10 million containers in 2007

12-28-2007

In 2007, the Port of Rotterdam was the first European port to break through the barrier of 400 million tonnes cargo throughput. 406 million tonnes were loaded and unloaded, 6.4% more than in 2006. Imports increased by 4% to 300 million tonnes, exports by almost 14% to 107 million tonnes. Bulk cargo rose 4.5%, general cargo by over 10%. Imports and exports were down for crude oil (-2%) and other general cargo (-3.5%). Positive developments were seen in the throughput of agribulk (+2%), ore and scrap (+4%), coal (+1.5%), other dry bulk (+4%), other liquid bulk (+1%), mineral oil products (+24%), roll on/roll off (+24%) and containers (+10%). For the first time more tonnes of container cargo – 105 million – were transhipped than crude oil. In terms of units, Rotterdam was the first European port to pass the milestone of 10 million TEU: 10.8 million (+12%). Records were broken in six sectors: mineral oil products, coal, containers, ro/ro, other dry bulk and other liquid bulk.

Port of Rotterdam CEO Hans Smits: "With regard to both quantity and quality, 2007 was an unprecedented success. Expectations concerning throughput were well exceeded. In addition, crucial progress was made for the Second Maasvlakte, the Betuwe Route actually went into operation and huge investments were once again made. I would like to mention the refinery sector, Shell, the Gatel LNG terminal, and the container terminals Euromax and Rotterdam World Gateway. These together accounted for almost three billion euro. The port is developing above the highest long-term growth scenario, but within the ‘old’ physical boundaries. This is commercially and socially positive, until the increase in revenue decreases. We are balancing on the pivot point, particularly in the oil, containers and other dry bulk sectors and in hinterland transport. Although the businesses appear to be skilled tightrope walkers, we still have a few more years to go before we are in the clear. Prospects for the Port of Rotterdam, however, remain very positive. The investment boom will continue and in 2008 throughput will increase by 4% to at least 420 million tonnes. Within this framework, container throughput will grow by around 10%."

Dry bulk
The total volume of dry bulk rose by 3% to 91 million tonnes.

A record volume of coal was handled (+1.5% to 28 million tonnes). This was despite the mild winter and closure for maintenance by E.on on the Maasvlakte. In addition, exports were hindered by low water on the rivers and strikes by the French and German railways. Consequently, when imports picked up again in August, the terminals became chock-a-block. Prospects for coal throughput are good due to the structurally increasing demand and the reduction in mine capacity in Germany. In 2008 for example, the Walsum mine will be closing down and this will gradually lead to a need for an additional 2 million tonnes of imported coal.

Ores and scrap throughput increased by 4% to 40 million tonnes. The big demand for steel led to a decision by Arcelor to reactivate a blast furnace in Liege and stocks had already been built up for this. A negative consequence of the flourishing steel sector was a lack of certain ore qualities. This depressed throughput in the first six months particularly, likewise the interruption in production due to modernisation of the Thyssen Krupp plants in Duisburg. However, from a structural point of view these developments are positive for Rotterdam. Scrap exports increased by almost 10% despite the strong euro and thanks to a high demand.

Other dry bulk is continuing its upward trend with an increase of 4% this year to a record throughput of 13 million tonnes. There is a continuing high level of demand for sand, gravel, ores, minerals and concentrates by the building, chemical and metal industries. After six years of uninterrupted growth, the ceiling is coming in sight in Rotterdam for the throughput of these products. A slight increase is still possible, but there is no room for structural expansion.

Throughput of agribulk (grains, oil-seeds, derivatives) greatly declined for over six months, but nevertheless ultimately finished at +2%, 9.5 million tonnes. Initially, part of the imports of palm products for power generation ground to a halt. The role of imported soya residue was taken over by (European) rapeseed. When the European intervention stocks were exhausted, exports also collapsed (-19%). As a result of this, however, imports eventually also improved (+10%). This is a positive development for the more import-oriented Rotterdam terminals.

Liquid bulk
The total volume rose by over 5% to 186 million tonnes. This sector has been doing well for some time and attracts a high level of investment from industry and the Port of Rotterdam Authority.

Imports of crude oil showed a slight decline, by 2% to 97 million tonnes. At the beginning of 2007, a large MOT oil jetty was put out of action due to a collision. Thanks to more intensive use of the other jetty and other terminals, the decline that had been feared was limited to a couple of million.

However, since the price trend for these products lagged behind that of crude oil, refinery margins were reduced and generally speaking oil imports were squeezed. If oil prices do not rise to extreme levels, imports in 2008 will remain approximately the same.

Imports of oil products grew by 13% to 34 million tonnes and exports by 43% to 23 million tonnes. In total, a record volume of 57 million tonnes (+24%) was handled. There is still considerable movement due to regional differences in supply and demand, regarding both quantity and quality. Environment-oriented government measures and the active commercial sector reinforce this. Fuel oil exports continue to be a prime example of this. If there is sufficient difference between Rotterdam and Singapore, it is worth transhipping Russian fuel oil in Rotterdam into very large tankers. In 2007, 24 of these VLCCs were loaded, double that of the previous year. Throughput of gas oil, the second most important product, showed a slight decline, but kerosene did well.

Throughput of other liquid bulk, mostly base chemicals, remained at the same level as the excellent year of 2006. This record was improved by 1% to 32 million tonnes (exports +6%, imports -1%). Throughput of chemical products is keeping pace with the positive development of industry. While throughput of vegetables oils showed a decline, that of ethanol and biodiesel increased. The latter rose by a huge 400%, thanks to the American subsidy on B99 (pure biodiesel mixed with a little of the normal product). For 2008, a slight increase in the other liquid bulk sector is expected.

General cargo
The general cargo sector had a very good year with an increase of 13 million tonnes (+11%) to 130 million tonnes. Containers accounted for the greater part of this with 10 million tonnes (imports +12%, exports +9%). Expressed in figures, this is equivalent to +12% to 10.8 million TEU (+1,100,000). The container terminals are working close to the limits of their capacity. Growth was and is possible due to an improvement in productivity, including by restricting the time spent in port by containers. In order to facilitate further growth, the terminals will pursue this path in 2008. They will also further differentiate their services on the basis of follow-up transport modalities. This can be achieved via specific facilities, such as the Delta Barge Feeder terminal to be opened in 2008, and on a product basis as in the Feeder platform.

The roll on/roll off sector in Rotterdam received a substantial stimulus due to the addition of the Stena and Norfolkline. Throughput mainly rose due to the newcomers by 24% to almost 16 million tonnes. The organic growth comes from the transport of containers as ro/ro, not from the trailers. Since only the latter is included in ro/ro statistics, this creates a picture that does not tally with the more optimistic perception of the companies. Almost without exception they are expanding capacity.

Due to the discontinuance of the lash barge sector, other general cargo suffered both in throughput and from an emotional point of view. Rotterdam was the last remaining European port for transport of the large floating barges on board the mother ship to and from the USA. In the last year of its existence, there was a turnover of around a million tonnes. The total throughput of other general cargo totalled around 9.5 million tonnes (-3.5%). Despite the slight decline, steel, cars and paper for example did well. Growth can therefore be achieved in 2008 and the loss of lash compensated for.

© Port of Rotterdam Authority

Rotterdam European Centre for biofuels
02-14-2008
The port of Rotterdam is preparing itself for the EU regulations requiring compulsory addition of 5.75% biofuels to petrol and diesel as of 2010 in order to limit CO2 emissions. The first biofuel plants come into operation this year, and seven companies have signed agreements that will allow them to establish the plants or have started building. One company is in the negotiation phase. The joint capacity of the two bioethanol plants is almost 600,000 tons per annum, and for the six plants that will be producing biodiesel, almost three million tons. Their share in the estimated EU-wide capacity in 2008 will thereby be 10% and 25% respectively.[1]


CEO Hans Smits of the Port of Rotterdam Authority said in his statement, “Considerable reductions in CO2 emissions are possible and at the same time a tremendous opportunity for Rotterdam and The Netherlands. Globally and from a strategic point of view, we are strengthening our position as Europe’s most important energy port. The direct economic advantages start with the extra investment of approximately € 1.5 billion just in biofuels. This brings with it a hefty primary spin-off due to the high-quality technical design and installation work required. At a secondary level, you have the contribution to knowledge of second-generation biofuel plants. Incidentally, the pipe system for the transportation of CO2 falls under the innovations that The Netherlands can build on in order to get a head start. Finally, the chemical cluster benefits from the by-products of biofuels”.

Plants
At the beginning of 2008, the following plants are either in development or under construction in Rotterdam:

Company Location Capacity ton/annum Product Generation
Dutch Biodiesel Pernis 250.000 Biodiesel I
Wheb Biofuels Pernis 400.000 Biodiesel I
Biopetrol Botlek 400.000 Biodiesel I
BER Botlek 110.000 Bioethanol I / II
Abengoa Europoort 450.000 Bioethanol I
NN Europoort 500.000 Biodiesel I
NN Maasvlakte x Biodiesel I / II

European centre
In this way, the port of Rotterdam is becoming one of the most important European centres for the production of biofuels, i.e. biodiesel and bioethanol. Here, the supply of raw materials from abroad using the biggest sea vessels is relatively cheap, and the bio-component can easily be mixed in with the petrol and diesel from ‘conventional’ oil refineries via the pipe system. Inland shipping and rail transport, and in particular the Betuwe Route, all ensure the optimal transportation of the final product to, and raw materials from, the hinterland. A large, flexible trading market will also come about, because biofuels can be supplied from other large production centres such as in Spain and North and South America using large sea vessels.

Finally, by-products, such as glycerine from biodiesel production, are sold as raw materials to existing and future chemical plants.

Second generation
The raw materials for biofuels are at present mostly rape seed, Cole seed, grains, palm nuts, soya beans, sugar cane and jatropha nuts. Their geographical origins are spread out over Asia, Africa, North and South America, Central Europe, Germany, France and Spain. In a future phase, harder, non-edible substances such as wood chips, stalks, stems and peels will be used. In Rotterdam and elsewhere, the treatment processes for this will be upgraded to ‘second generation’ plant level over the years to come.

Eventually, the aim is to use the whole plant, including the roots, in the most effective manner for food, fuel and raw materials for the yet-to-be-developed biochemical industry.

© Port of Rotterdam Authority

On the news I heared something about;

- Wider entrance at the 'Maas' side or so?
- Roundabout for boats :nuts:

More news about this?

It was for a long time, now it is the 3rd biggest port in the world. It is the biggest port of Europe. If go by car on the High way from the beginning point to the end of it, it will take a drive of an hour. During taffic jams it can take you 2,5 hours.

It's relative the position of Rotterdam, the northern range is monstruous.

wow..l flew some days ago on this port...it was stunning and huge...

Why dont they add up amsterdam in the numbers? They do it in other country's.

Amsterdam may be relatively close, but it is a different port.
They may also refuse it because of the rivalry between the 2 cities.;)

than they could also add antwerp to this numbers. may be a different country but that's because we dit split up, or better said, belgium stepped out. , but same language and shared economy so why not. i would call it amsterrotterwerpen. sure that will beat any port in the world!

this harbour is really impressive...

edit

http://www.ect.nl/images/ImageArchive/HighRes/AAV051117001.jpg

ECT DELTA BARGE FEEDER TERMINAL (U/C)

http://www.ect.nl/images/ImageArchive/HighRes/DET070829-238.jpg

2008

Great news!

Rotterdam Europe's major shortsea port
04-03-2008

Rotterdam is the most important port for intra-European transport by ocean-going vessel, which, in 2006, totalled 1.9 billion tonnes for the 27 EU Member States. In Rotterdam, 184 million tonnes were handled, almost the same as the previous year, representing 7.4% of the EU total. Antwerp came second with 68 million tonnes, followed closely by Marseilles with 62 million.

The proportion of European cargo handled in Rotterdam is in excess of 50%, with 168 million tonnes coming from or heading for other continents. Rotterdam is in the lead when it comes to liquid cargo, dry bulk and containers. In roll on/roll off, the port failed to make the top 5 in 2006, behind specialists Dover, Calais, Lübeck, Zeebrugge and Immingham. However, this position is within sight for Rotterdam in 2007 (+25% to 16 million tonnes).

(www.portofrotterdam.com)


Announcement of new bulk terminal at Rotterdam
04-02-2008

This week, the Port of Rotterdam Authority will present its plans for a new terminal for dry bulk to the international producers and consumers of industrial minerals. They will be meeting with each other and logistical service providers during the trade fair ‘Industrial Minerals’ that will take place in Athens from Monday to Wednesday.


According to the plans, the terminal will be situated in the ‘Hartelstrook’ on the Maasvlakte. Approximately one third of this location, which was created in part through land reclamation, will be reserved for a dry dock terminal. The new terminal will have a surface area of 12 hectares: 200 metres wide, with 600 metres of quay. The maximum draught is 16 metres. A rail connection is also a possibility, with the Betuwe Route running right next to the location. The new terminal is expected to come into operation in the second half of 2010.
For the operation of the terminal, the Port of Rotterdam Authority is currently in negotiations with Van Uden Stevedoring, which currently has a terminal at Merwehaven, an area which has been earmarked for future urban development.


Key role for Rotterdam in the supply of industrial minerals to Europe

The European Union is a highly industrialised part of the world. Therefore, raw materials supply is of key importance for the competitive position of many industrial sectors.

For geological reasons the world distribution of non-energy resources is very uneven. Europe lacks specific raw materials and has to compete for them on world markets. Now that commodity prices are rising, there is a greater awareness that the European industry is dependent on imports. In the case of metallic minerals like iron ore, Europe’s capacity to provide in its own supply through domestic extraction is very limited. For construction minerals (in particular aggregates), Europe is self-sufficient. For certain industrial minerals such as feldspar, kaolin, magnesite, gypsum and potash, the EU continues to be an important producer. However, the EU extraction industry is under pressure. For most member states, the provision of minerals has a low priority and the industry has an impact on the environment. Therefore the minerals extracting industry faces land-use constraints (“the license to operate”).

Limiting the EU supply will not diminish demand, thus increasing overseas imports. Trade in industrial minerals has grown. In 2004 extra-EU imports of industrial minerals amounted to 23.7 million tonnes. However, rapidly developing countries like China and India are also hungry for raw materials. This has implications on trade. One example is that the Chinese government discourages exports of its raw minerals with export duties on important industrial minerals. European users of these materials will have to look for other sources. Intra European trade, for instance with Turkey, is on the rise.

Given the growing import dependency of the EU industry, logistics play an increasingly important role. In the logistic chain from supplier tot consumer, ports are a vital link. The port is an important link in the logistics chain from producer to end-user. Rotterdam is the largest port in Europe for the import of iron ore and coal.

Also for minerals and other dry bulk, Rotterdam is the European gateway. Minerals handled in the port are for instance magnesite, ilmenite, concentrates, bauxite and alumina, vermiculite, feldspar and kaolin. Other dry bulk includes e.g. aggregates, pig iron and (calcined) pet coke. With a volume of more than 12 million tons, Rotterdam has a market share of 25 percent for all overseas imports and exports in Western Europe.

However, this figure is an underestimation because a growing part of minerals flows is transported in containers. Especially high value minerals in sacks or big bags are transported in freight containers.
As is well known, Rotterdam is the largest container port in Europe.

The accessibility of the port of Rotterdam is unrivalled. No other port in Europe can guarantee the same unrestricted deep-water facilities, unhampered by locks or tides.Therefore, the more common handy size vessels are no problem at all.

When entering the port a number of specialised terminals and facilities meet all requirements regarding transhipment, contamination-free covered and open storage. As well, as value added activities and distribution. These companies offer high discharge rates leading to quick turn-around times. Not insignificant, given the high freight and charter tariffs these days.

Another strong point is the ship-to-ship transhipment provided for by floating cranes. Besides land-based terminals, the port of Rotterdam offers several buoys and dolphins for the ship-to-ship transhipment of dry bulk cargo. The Port of Rotterdam Authority manages the utilisation of these public facilities. A number of private companies provide floating equipment and transhipment services. The available draft of the buoys and dolphins varies from about 11,65m up to 20,90m.

While transhipment of industrial minerals in Rotterdam has grown on average by an annual 6 percent in this decade, room for further growth is becoming more difficult. Therefore, the Port of Rotterdam is more than pleased to announce the planning of a new dry bulk facility.
Finally, the port has excellent hinterland connections. Very good alternatives for road transport are inland shipping and rail transport. Since 2007 the Betuwe Route is operational, a unique dedicated freight railway from Rotterdam to Germany.
All ensure the optimal transportation of the raw materials to the various industries in the hinterland.

To conclude, whatever the developments in the trade and transport of (industrial) minerals might be the Port of Rotterdam is prepared to meet all challenges and will continue to serve the minerals industry.

© Port of Rotterdam Authority


Contract for construction of Maasvlakte 2 signed
02-27-2008

The Port of Rotterdam Authority, Koninklijke Boskalis Westminster NV and Van Oord NV today signed the contract for the construction of the first section of Maasvlakte 2. The contract involves in excess of € 1 billion. “We have taken another big step towards implementing this project, which is so important for the Dutch economy. The contractors are ready to start at the end of the summer, so that the first ships will be able to unload their containers in five years”, according to Port Authority CEO, Hans Smits.

Boskalis and Van Oord are working together on this project under the name PUMA, which stands for Projectorganisatie Uitbreiding Maasvlakte (project organisation for the expansion of the Maasvlakte). The two Dutch hydraulic engineering companies will construct the first section of Maasvlakte 2 between 2008 and 2013. The contract covers the construction of 2.4 km of hard sea defences (stones and blocks), 8.4 km of soft sea defences (beach and dunes), the first 700 ha or so of port area, 2 km of deep sea quay (-20 m), 1 km of barge / feeder quay (-11 / -13 m), the deepening of the port basins and the construction of 11 km of roads (2x2 lanes and 2 secondary roads) and railway lines (dual track), needed to make Maasvlakte 2 accessible. According to the terms of the contract, the consortium will also maintain Maasvlakte’s sea defences for the first five years after completion of the project.

The contract takes the form of a ‘design & construct’, plus maintenance of the sea defences and quayside structures. The Port Authority did not invite tenders for a design, but proposals for a functional Schedule of Requirements. Both during the assessment of the proposals and the realisation of the plans, the Port Authority pays particular attention to the complex and risky elements, such as the quay walls. This form of contract gives PUMA a large degree of freedom in how it carries out the project, and the Port Authority only aims for what it really wants: a sustainable and safe port area with excellent accessibility and which results in minimum disruption to the environment and shipping during construction. Completely in the spirit of design & construct, the parties agreed that optimizations in the design could also be carried out after the contract had been signed, as long as they fitted within the Schedule of Requirements and if there was agreement on the optimizations.

If all goes according to plan, construction work will begin at the end of summer 2008. The first sites will then be ready to build on at the beginning of 2011 and the first container terminal can go into operation in mid 2013.

The distribution of risks is organised in such a way that the party best able to manage the risk bears the risk. The distribution of risks also takes account of the reasonable interests of parties. For example, the consequences of storms which occur less than once every 50 years are borne by the contractor. Above this, the Port Authority takes responsibility. With the principles formulated above, most risks, on balance, are borne by the contractors, which is extremely rare in such large, long-term contracts.

The Port Authority has every confidence in the successful and speedy finalisation of the legal procedures which have been announced in the ongoing spatial planning processes. The Port Authority has therefore agreed with the contractors’ consortium that they will have their equipment available in September 2008 so that a start can be made on implementing the project.

Many provisions in the contract are based on the Environmental Impact Statement (EIS) and the permit applications. On the one hand, PUMA has supplied information for these documents whilst, on the other, the construction work can be achieved within the margins of the studies. In the EIS, for instance, the assumption is that no more than fifteen dredgers will be deployed simultaneously whilst, in practice, often no more than half that number will be used for dredging. The so-called monitoring and evaluation programme, by means of which a finger will be kept on the environmental pulse during construction of Maasvlakte 2, will be executed jointly by PUMA and the Port Authority.

PUMA aims to recycle and reuse as much material as possible. For example, the current hard sea defences (block dam) will be demolished and the material will be used a couple of kilometres further along in the new hard sea defences.

The Port Authority announced previously that it had allocated 40% of Maasvlakte 2 for container handling by the companies APMT, Rotterdam World Gateway and Euromax. To fund Maasvlakte 2 and other port projects, the Port Authority raised € 2 billion from EIB, BNG and a consortium consisting of Rabobank, Fortis and ING, at the beginning of this year. At the end of last year, the Committee for the EIS made a positive recommendation on the environmental studies carried out. Now that the contractors have been contracted, all that remains to be done before the project can actually start is to complete a number of spatial planning procedures and obtain a number of permits. If all goes according to schedule, that will all be resolved this summer.

© Port of Rotterdam Authority


Her majesty Queen Beatrix of the Netherlands to name Holland America Line's new ms Eurodam
03-12-2008

Her Majesty Queen Beatrix of the Netherlands will name Holland America Line’s new Signature-class ship, ms Eurodam, in a ceremony in Rotterdam on July 1, 2008. The 2,104-guest ship is being built by Italian shipyard Fincantieri-Cantieri Navali Italiani S.p.A. in Marghera, Italy.

“The upcoming naming ceremony of ms Eurodam will be a very special moment in our company’s proud 135-year history,” said Stein Kruse, president and chief executive officer, Holland America Line. “We are truly honored that Queen Beatrix will name our new ship. This special dedication will take place steps from our historic headquarters as well as our current European head office. Like her mother did 50 years ago for the beloved ms Rotterdam V, Queen Beatrix will be the Godmother and name the largest passenger ship ever to fly the Dutch flag.”

Holland America Line has a long and proud relationship with the Dutch Royal Family when it comes to naming its ships. Nine vessels have been launched by members of the Royal Family, including the Statendam III in 1929 by Prince Hendrik; Nieuw Amsterdam in 1937 by Queen Wilhelmina; Statendam IV in 1957 and Prinses Margriet in 1964 by then Princess Beatrix; Rotterdam V in 1958 by Queen Juliana; and Prinsendam in 1973, Nieuw Amsterdam in 1983, Rotterdam VI in 1997 and Oosterdam in 2003 by Princess Margriet.

The naming ceremony on July 1 will include festivities along Wilhelminakade, Rotterdam’s cruise ship terminal area, in front of the former headquarters of Holland America Line, which is now Hotel New York. The company was founded in 1873 in Rotterdam.

An expected audience of several thousand — including national dignitaries, special guests and the company’s top-selling travel agents — will witness an extravaganza of entertainment, the blessing of Eurodam, and the finale of the traditional breaking of a champagne bottle across the ship’s bow.

Queen Beatrix
Beatrix Wilhelmina Armgard became Queen of the Netherlands on April 30, 1980, assuming the duties from her mother, Queen Juliana, who abdicated in favor of her daughter on her 71st birthday. The Queen is head of state and represents the Netherlands at home and abroad, serving as president of the Council of State, the government’s main advisory body, meeting regularly with ministers, and signing acts of Parliament and Royal decrees. She makes several state visits to other countries each year and regularly receives other Heads of State and Government dignitaries visiting the Netherlands.

The 70-year-old queen received her degree in European and International Law in 1961 and an Honorary Doctorate from the University of Leiden in recognition of her efforts to focus attention on democracy and freedom and the responsibilities that come with it.

Queen Beatrix was married to Prince Claus van Amsberg for 36 and a half years before his passing in 2002, and has three sons and seven grandchildren. A patron of the arts, the Queen enjoys sculpting and is especially proud to award the annual Royal Grant for Painting. She also participates in horseback riding, sailing, skiing and playing tennis.

ms Eurodam Advances Premium Offerings
An enlarged and enhanced vessel developed from Holland America Line’s successful and popular Vista-class ships, the first Signature-class vessel, Eurodam will feature several alternative dining venues, including a stunning pan-Asian restaurant with panoramic Ocean views. The popular Explorations Café – powered by The New York Times – will be integrated into the traditional Crow’s Nest. Other additions include an Explorer's Lounge Bar, a new specialty restaurant adjacent to the Lido offering traditional Italian food, a new atrium bar area, and an enhanced and reconfigured show lounge with theater-style seating.

Staterooms and suites on Eurodam will introduce an inspired and a distinctly different décor and will include new exclusive, spa-themed and scalloped verandah categories. Staterooms also will feature Signature of Excellence premium amenities: plush Euro-top Mariner’s Dream beds, deluxe waffle/terry cloth robes, Egyptian cotton towels, flat panel televisions, DVD players, make-up mirrors with halo lighting, massage shower heads, professional grade hair dryers, fresh flowers and complimentary fruit baskets.

Following its maiden voyage to the Baltic and inaugural Europe season, the ship will sail its first trans-Atlantic cruise, followed by a series of Canada/New England sailings in the fall before deploying on Caribbean itineraries for the remainder of 2008.


© Port of Rotterdam Authority

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Why dont they add up amsterdam in the numbers? They do it in other country's.

Well it was suggested recently. But Rotterdam doesn't like it because they don't want to co-operate with rivals. Especially Amsterdam is an interesting port to add to the numbers (84.4 million tons in 2006).

Rotterdam is well known for it's port. While Amsterdam is not, even now that is bigger than Le Havre. Rotterdam has the feeling that Amsterdam can gain more advantage than visa versa.

@WUPPELTJE

Fact is that the Port of Rotterdam has as little to do with the Port of Amsterdam as it has with a port like Antwerp. Shell does not cooperate with BP or Exxon is it? That is competition, and it is a healthy thing. It quite logical that the Port of Rotterdam decided that it can gain no advantage. And by the way, where did you hear that the Port of Amsterdam does want a cooperation??


Expansion of Gevelco Distriport
05-21-2008

Gevelco and the Port of Rotterdam Authority have reached agreement on the 7.5 hectare expansion of Gevelco DistriPort on the Brittaniëhaven, as well as a wharf and an extra 200 metres for mooring. The draught will be 12.5 metres and suitable for sea-going vessels of up to 45,000 dwt. A 15,000 m2 warehouse will also be built on the site, due for completion after the summer.

The site links up with the existing location of the covered terminal, from where a lot of high-grade steel and other metals are already distributed for Paccorini, Swedish Steel and the Finnish company Rautaruuki, among others. There is enough room for expansion, for example with a centre for cutting rolled steel into sheets. A major customer has already been found for the existing warehouse. More interest is expected because steel production and trade are flourishing. There is considerable demand for handling capacity in seaports, from both Europe and elsewhere, particularly China.

Gevelco
Gevelco forms part of the Broekman Group. Following the expansion of the site, Gevelco will have 35,000 m² of modern storage space at its disposal, 13,500 m² of which temperature controlled. After the alterations, there will be a total open storage area of 160,000 m².


Rotterdam strengthens position in North-West Europe
05-06-2008

In 2007, the port of Rotterdam further strengthened its position vis-à-vis the other ports of North-West Europe ('Hamburg-Le Havre Range’).

In absolute terms, Rotterdam gained 25 million tonnes, almost ten million more than its nearest rival, Antwerp. The increase is equal to the total throughput of number 11 in the list, Ghent.
Expressed as a percentage, the port on the Maas is in the second quarter of the table, among other 'six-percenters' like Bremen and Le Havre.

Rotterdam’s market share in the HLH Range has been fluctuating around 35% for some years. In 2007, a small increase of 0.2% was enough to put it in second place behind Antwerp. Two ports improved by 0.1%, three remained unchanged and four showed a slight decline.
Total throughput in the HLH Range was up 65 million tonnes, to 1,166,000,000 tonnes (+5.9%).

The top 3 in the Range

Throughput Growth 2006 - 2007 Market share as %

2007 2006 Absolute As % 2007 2006

Rotterdam 406.8 381.8 25.0 6.6 34.9 34.7

Antwerp 182.9 167.4 15.5 9.3 15.7 15.2

Hamburg 140.4 134.9 5.5 4.1 12.0 12.3

(Total throughput and absolute growth in millions of metric tons)

For a complete overview of the eleven ports in the Range, see PDF of the 2007 Annual Report


Delta Barge Feeder Terminal to start in summer
04-25-2008

This summer, ECT will commission the first phase of the Delta Barge Feeder Terminal. There, on 400 metres of quayside, three cranes will be able to handle around 300,000 containers.

The cranes have a total reach of 135 metres, 61 metres of which between the legs. This space is also used as a buffer between the stack and the ships. In the autumn, the remaining 440 metres of quay will be added, thereby increasing the number of berths to six or seven. Later, the number of cranes will be boosted to seven and it will be possible to use automated vehicles (AGVs). Initially, trailers carrying 10 TEU at a time (MTVs) will be used for transport in and out.

www.portofrotterdam.com


Shell wants to invest 1 Billion in Rotterdam
04-23-2008

Shell wants to invest over €1 billion in the refinery in Pernis. The main aim is to increase the capacity to produce petrol.

The plants need to be made more flexible if they are to meet changing global demand.
Pernis must be able to serve several different export markets. On the traditional German market, for example, demand for diesel continues to rise, in the US demand for petrol. Furthermore, states have their own specifications for this. Environmental criteria also put a brake on capacity expansion in the US. Added to this, there is a financial aspect. The refining margins (difference between barrel of crude oil and barrel of petrol) in Europe fluctuate between $2 and $5, those in the US between $10 and $17. The final investment decision will be based on a commercial and technical evaluation of Shell Pernis, which is currently the biggest refinery in Europe, with a capacity of 416,000 barrels a day.


Euromax Terminal operational from 1 july
04-23-2008

The Euromax Terminal will become operational in phases, starting on 1 July. 600 metres of quay will then become available, with 4 large quayside cranes and 2 smaller cranes for inland/coastal shipping.

They will start by handling one weekly service operated by the CKHY alliance (Cosco, "K"-Line, Hanjin, Yang Ming), which forms the joint venture with ECT. Depending on the operational results, one service at a time will be added. The official opening will follow on 5 September and on 1 January 2009 the terminal will start to operate commercially.
Until mid-2009, the remaining 900 metres of quay and equipment of phase 1 will go into operation. This phase has a capacity of 2.3 million TEU. To achieve this, e.g. 12 quayside cranes, 4 inland/coastal shipping cranes and 2 rail cranes are available. Initially, the terminal will have a depth of 16.65 metres, with a maximum of 19.65 metres.

Asia choses Rotterdam once again
04-23-2008

The port of Rotterdam has been voted best port in Europe for the 22nd time in succession by the readers of the magaz*ine Cargonews Asia. Moreover, ECT was chosen as Europe’s best container terminal. The corresponding Asian Freight & Supply Chain Awards are considered to be highly prestigious in Asia. This is particularly due to the fact that they are awarded by the users of logistic services.

Asia-Rotterdam
Rotterdam is by far the most important European port for cargo from and to Asia. In 2006, this trade showed strong growth. Asia exports to Rotterdam were 42 million tons (+15%) and eastbound 23.9 million tons (-1%) were shipped. The market share of Asia in Rotterdam’s total is 17%.
Trade includes all possible goods: oils, fuels, minerals, coal and cokes, agricultural products, waste paper and other recyclables, cars, much chemicals and very large amounts of (containerized) general cargo. Since 1995 Asia is the most important shipping area for the Rot*terdam container port, with 4.8 million TEUs in 2007, representing a share of at least 45% in the Rotterdam total.


Asian Freight & Supply Chain Award
The Asian Freight & Supply Chain Award has been presented for the 22nd time by Cargonews Asia. This Hong Kong magazine is published once a fortnight. It has a circulation of over 13,000 and is one of the most authoritative media, also via internet, in the Far East when it comes to transport and logistics.

© Port of Rotterdam Authority

The new Euromax Terminal

The ECT Euromax Terminal in the port of Rotterdam will be one of the most sophisticated container handling centres in the world. High performance, flexibility, safety, efficiency and low costs are all key criteria in relation to the terminal’s design, construction and operations.

The ECT Euromax Terminal will be situated at the current Maasvlakte, directly on deep water. The new facilities will enable ECT to meet the growing demand for deep-sea container handling capacity in North-west Europe in the short term. Phase 1 of the ECT Euromax Terminal will come on stream in the second half of 2008. The official opening has been planned for the 5th of September 2008. From January 2009, the terminal must be commercially operational. Phase 1 has been fully earmarked for the CKYH alliance (Cosco, “K” Line, Yang Ming, Hanjin).


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More than 100 container cranes
05-26-2008

This year, Rotterdam will become the first port outside Asia with more than 100 specialised container quayside cranes in operation. Last year, the number was 92, this year it will be 103. This is according to the latest edition of "Rotterdam Port Statistics".

A unique feature of the port of Rotterdam is the large number of specialised cranes for inland and coastal shipping: 30. It requires less investment and it is possible to load and unload more quickly if smaller canes are used to handle smaller ships.

This year, new cranes have arrived or will be arriving: Euromax Terminal, ECT Delta Terminal Delta Barge Feeder Terminal, Interforest Terminal Rotterdam and Rotterdam Shortsea Terminal.

© Other



Neste plans boidiesel plant at Maasvlakte
06-16-2008

Neste Oil Corp. from Finland announced plans to build a $1 billion plant at Rotterdam Maasvlakte. Construction of the plant will begin immediately and it is expected to be completed in 2011. Last year, the company announced plans for a similar plant in Singapore. The Rotterdam plant will have an annual capacity of 800,000 tons of renewable diesel fuel and will use palm oil, rapeseed oil and animal fat as raw materials.

Neste has said that by 2020 it aims to use only non-food raw materials. ''Neste Oil is cooperating with over 20 universities and research institutions globally as part of this program,'' the company said. ''Both plants (Singapore, Rotterdam) are linked to Neste Oil's goal of becoming the world's leading producer of renewable diesel fuel.'' The new fuel offers up to 60-percent lower greenhouse gas emissions than conventional fossil diesel, Neste Oil said. The plant will have about 100 permanent employees when it is completed.

Neste Oil
Neste Oil, based in Espoo, near Helsinki, is a refining and marketing company focusing on advanced, clean traffic fuels with net sales of 12.1 billion euros ($18.6 billion) in 2007. It has 5,100 employees, mostly in Finland, but also has operations in Russia, the Baltic states and Poland.

© Other



Shell wants to invest 1 Billion in Rotterdam
04-23-2008

Shell wants to invest over €1 billion in the refinery in Pernis. The main aim is to increase the capacity to produce petrol.

The plants need to be made more flexible if they are to meet changing global demand.
Pernis must be able to serve several different export markets. On the traditional German market, for example, demand for diesel continues to rise, in the US demand for petrol. Furthermore, states have their own specifications for this. Environmental criteria also put a brake on capacity expansion in the US. Added to this, there is a financial aspect. The refining margins (difference between barrel of crude oil and barrel of petrol) in Europe fluctuate between $2 and $5, those in the US between $10 and $17. The final investment decision will be based on a commercial and technical evaluation of Shell Pernis, which is currently the biggest refinery in Europe, with a capacity of 416,000 barrels a day.

(Source: Het Financieele Dagblad 18-05-2008)
© Other



Cranes Delta Barge Feeder terminal arrived
07-04-2008

Last week three gantry cranes for the specialized Delta Barge Feeder terminal arrived at the ECT Delta peninsula and were installed.

In the course of the Summer. ECT will commission the first phase of the Delta Barge Feeder Terminal. There, on 400 metres of quayside, around 300,000 containers will be handled. The cranes have a total reach of 135 metres, 61 metres of which between the legs. This space is also used as a buffer between the stack and the ships. In the autumn, the remaining 440 metres of quay will be added, thereby increasing the number of berths to six or seven. Later, the number of cranes will be boosted to seven and it will be possible to use automated vehicles (AGVs). Initially, trailers carrying 10 TEU at a time (MTVs) will be used for transport in and out.
© Other
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Benelux number one in distribution
07-30-2008

The Benelux is still the best location for industrial/logistics facilities in Europe according to the European Distribution Report 2008, produced biennially by global real estate consultant Cushman & Wakefield (C&W). The top positions in this year’s ranking is retained by Belgium. In second place is the Netherlands, running up from position three in 2006. They are followed by Hungary, the Czech Republic and Poland in fifth place, while Slovakia is the highest new entry at No. 9.

In the report the UK, Belgium, the Netherlands, France and Germany, continue to be the focus of economic activity, as well as home to Europe’s key ports and airports for freight, and hence in terms of overall size still dominate the European industrial and logistics market.

The report includes 25 country locations compared with 15 in previous editions. Reflecting the expansion of the European Union and the growth patterns of international business, most new entries are along Europe’s eastern boundaries. The overall ranking is formed by analysing a range of weighted cost/benefit factors, including factors such as rents, labour costs, congestion, the size of freight markets by type, proximity to key markets and population densities.

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INTERVIEW-Rotterdam port says expansion urgent due to demand
By Catherine Hornby

AMSTERDAM, Sept 11 (Reuters) - Demand for more space in Europe's biggest port of Rotterdam from new and existing customers has added urgency to an expansion project that began this month, the port's chief executive said on Thursday.

CEO Hans Smits said demand was coming particularly from container terminal operators, which handle finished goods, as well as oil and chemical terminal operators for storage and handling of these products, and the oil and chemical industry.

"We are full! We do not have any land left to rent out. And we need it urgently because customers are asking us to expand," Smits told Reuters in an interview.

Rotterdam, a major transit point for oil, coal, grains and manufactured goods, is hoping the 3 billion euro ($4.18 billion) extension programme will provide a long-term solution to handling expanding international trade.

"This is not only important for the Netherlands but also for the whole of Europe because we are a gateway and we will have only a few ports in Europe where big ships can be handled, fully loaded," Smits said.

Europe's biggest ports have been facing increasingly chaotic congestion and delays in deliveries as they struggle to expand quickly enough to handle imports, especially from Asia.

Work began this month on Rotterdam's project, known as the Maasvlakte 2, even while it still faces ongoing legal procedures due to environmental concerns.

The extension is set to increase the port's size by about 20 percent, or 1,000 hectares of land that can be leased. About 600 hectares will be dedicated to container business, of which 400 hectares are already rented out, Smits said.

The first ship is due to dock in the new harbour in 2013, and Smits said they would just be able to cope with container throughput growth until then following the recent opening of the new Euromax terminal in the existing port area.

Smits expected the port to see particular growth in the long term in areas such as coal and iron ore imports and biofuels.

"There will be growth in coal imports into Europe, especially for Germany, and there will be growth in iron ore for the steel plants in Belgium and Germany," he said.

"And there will be enormous growth in biofuels. We currently have about five biofuel plants under construction so they need feedstock and their output will be exported into Europe."

The port reported its highest half-year growth in cargo volumes in a decade for the first half of 2008, but Smits expected this to cool down significantly in the second half due to slowing economies.

Total cargo volumes increased by 7.7 percent in the first half to 213 million tonnes, but for the full year the port sees growth of around 4 percent. It also expects the total growth rate to stay roughly around this level for the next 10 years.

Smits expected container flows to increase by about 3 to 4 percent in tonnes in the full year, compared to double-digit growth rates in previous years. Coal, oil products and biofuels were set to be the main growth areas in 2008. ($1=.7180 Euro)

INTERVIEW-Rotterdam port says expansion urgent due to demand
By Catherine Hornby

AMSTERDAM, Sept 11 (Reuters) - Demand for more space in Europe's biggest port of Rotterdam from new and existing customers has added urgency to an expansion project that began this month, the port's chief executive said on Thursday.

CEO Hans Smits said demand was coming particularly from container terminal operators, which handle finished goods, as well as oil and chemical terminal operators for storage and handling of these products, and the oil and chemical industry.

"We are full! We do not have any land left to rent out. And we need it urgently because customers are asking us to expand," Smits told Reuters in an interview.

Rotterdam, a major transit point for oil, coal, grains and manufactured goods, is hoping the 3 billion euro ($4.18 billion) extension programme will provide a long-term solution to handling expanding international trade.

"This is not only important for the Netherlands but also for the whole of Europe because we are a gateway and we will have only a few ports in Europe where big ships can be handled, fully loaded," Smits said.

Europe's biggest ports have been facing increasingly chaotic congestion and delays in deliveries as they struggle to expand quickly enough to handle imports, especially from Asia.

Work began this month on Rotterdam's project, known as the Maasvlakte 2, even while it still faces ongoing legal procedures due to environmental concerns.

The extension is set to increase the port's size by about 20 percent, or 1,000 hectares of land that can be leased. About 600 hectares will be dedicated to container business, of which 400 hectares are already rented out, Smits said.

The first ship is due to dock in the new harbour in 2013, and Smits said they would just be able to cope with container throughput growth until then following the recent opening of the new Euromax terminal in the existing port area.

Smits expected the port to see particular growth in the long term in areas such as coal and iron ore imports and biofuels.

"There will be growth in coal imports into Europe, especially for Germany, and there will be growth in iron ore for the steel plants in Belgium and Germany," he said.

"And there will be enormous growth in biofuels. We currently have about five biofuel plants under construction so they need feedstock and their output will be exported into Europe."

The port reported its highest half-year growth in cargo volumes in a decade for the first half of 2008, but Smits expected this to cool down significantly in the second half due to slowing economies.

Total cargo volumes increased by 7.7 percent in the first half to 213 million tonnes, but for the full year the port sees growth of around 4 percent. It also expects the total growth rate to stay roughly around this level for the next 10 years.

Smits expected container flows to increase by about 3 to 4 percent in tonnes in the full year, compared to double-digit growth rates in previous years. Coal, oil products and biofuels were set to be the main growth areas in 2008. ($1=.7180 Euro)

I love the Port of Rotterdam....:drool:

It's amazingly awesome!!!!

[size=4]
Europe's biggest ports have been facing increasingly chaotic congestion and delays in deliveries as they struggle to expand quickly enough to handle imports, especially from Asia.


After the plans for it have been on hold for many years, a huge traffic jam due to a flooded tunnel, which is in fact the only one which connects the largest ports in the Rotterdam harbour with the rest of the country and Europe, has caused the government to start making plans to build a tunnel connecting the A15 motorway near Rozenburg with the A20 motorway on the north side of the river near Maassluis.

This will be a huge improvement and gives a possibility to spread the traffic. Also in case of an emergency, the traffic has another way out and into the area! This tunnel has been talked about for many years, but the talks had low priority. Only now, 20 years too late, the national politicians have understood that this situation, only having one connection to this economically so important area of The Netherlands, cannot endure any longer.

Plans should be ready by 2012, hopefully the tunnel will be open for traffic around 2016. But this could be an optimistic estimate because ususally things like these go very slow in The Netherlands. The last 6.5 km of the Northern part of the A4 motorway is in the plans and under discussion for 50(!) years now. But it is expected that the decision on the final Northern stretch, costing € 100 million Euro's per km (!), will be taken in the first half of 2009! The road could be open by 2013 or so! The last 11 km of the Southern stretch is still in the plans, but its priority has risen considerably over the last two years. That does not mean it will be built soon, but we are making progress.

The Port of Rotterdam needs all those connections badly! At last there are some politicians who are acting on what the vast majority of the population wants, and on what the vast majority of the population has known to be necessary for at least 20 years!

High throughput level Port of Rotterdam
10-21-2008
Throughput in the port of Rotterdam increased by 6.1% , to 321 million tonnes, over the first nine months of the year.

Most types of cargo showed a positive trend: agribulk (+26%), other liquid bulk (+16%), ores and scrap (+11%), coal (+9%), crude oil (+7%), containers (+6%), roll on/roll off (+2%) and mineral oil products (+1%). Down (again) were other dry bulk (-11%) and other general cargo (-15%). In tonnes, crude oil (+5 million), containers (+ 5 million) and ores and scrap (+3 million) accounted for the lion’s share of the total increase, with 19 million tonnes. Bulk cargo, up 7% to 219 million tonnes, performed better than general cargo, which increased by 4% to 102 million tonnes.

Hans Smits, Port of Rotterdam Authority CEO: “The port of Rotterdam continues to perform well. Growth up so far equals that in 2007, when we spoke of a ‘sprint in the third quarter’, and this September was even better than last year. In comparison with the first six months, growth faltered, but that was the strongest period in the last ten years.

We are actually seeing signs of a change in our fortunes. There is a decline in the transshipment of feedstocks for the metal sector and chemical industry and also less growth in containers and roll on/roll off. This started in the first quarter and is related mainly to the slowdown in the world economy. When growth starts to falter in continental Europe, we are sure to notice that too. This has been delayed, however, and cushioned to some extent by the increased trade contacts with markets that are holding out better. We are also benefiting from structural investments made during the past ten years in the port and beyond, for example in the Betuwe Line. We therefore are sticking to our forecast of 4 to 5 % growth, to around 420 million tonnes. But for 2009 I expect a considerable slowdown in growth”.

Liquid bulk
The percentage growth in imports of crude oil (+7% to 76 million tonnes) is gradually falling as we approach the end of the year, parallel to the recovery of the transshipment capacity in 2007. In absolute quantities, throughput comes close to the maximum level achieved in practice of over 100 million tonnes.

The transshipment of mineral oil products (+1% to over 44 million tonnes) is more or less stagnant. The demand for heavy fuel oil in particular is not increasing, because shipping lines are sailing more economically in order to cut costs. The handling of other liquid bulk (+15.7% to 27 million tonnes) benefited in particular from the increasing demand for biofuels and vegetable oil. Chemical products did less well.

Dry bulk
Growth in the transshipment of agribulk (+26%) is falling gradually in the second half of the year, due to the good harvests in the EU during the 2008-2009 season. Not visible in sea/sea transshipment is a large quantity of cargo arriving by rail from Eastern Europe for transfer onto inland shipping.

Incoming trade in coal (+9% to almost 22 million tonnes) is flourishing, thanks to demand from Germany, where domestic production is declining both structurally and incidentally. In the fourth quarter, the growth will fall slightly in relative terms compared to the extremely good quarter in 2007.

Particularly large quantities of ores and scrap (+11% to 33 million tonnes) were handled, due to the high demand for steel and the expansion of production capacity in Duisburg and Liège. The last plant went into operation (again) in the fourth quarter of 2007 and therefore diminishes growth in the corresponding quarter. Besides this, production restrictions have now been announced. This results in an annual forecast of 42 million tonnes.

Half of the decline in the handling of other dry bulk, (–11% to 8.6 million tonnes) can be attributed to the loss of cargo packages. The other half is determined by economic trends. The transshipment of minerals has been under pressure since earlier in the year, due to falling demand from the chemical and metal industry. There is less call for building materials, sand and gravel, in England and Spain.

General cargo
The handling of containers increased from 78 million tonnes in the first nine months of 2007 to a good 82 million tonnes (+6%). Calculated in TEU: 8.2 million, up 2%. The difference between units and weight is the result of the regulation of empty containers by the big terminals. The growth, which was still 7% in the first six months, is declining mainly as a result of less traffic to England/Ireland and Asia.

Roll-on / roll-off transport is also suffering from the economic downturn in the UK. Partly because of the fire in the Channel Tunnel, the sector still managed to achieve 1.7% growth, to over 13 million tonnes.

Other general cargo (-14.9% to 6 million tonnes) still needs some time to compensate for the termination of LASH shipping last year. The increase in steel throughput offers some hope here. On the other hand, less metals, aluminium in particular, are being handled, due to declining demand. Storage is increasing in terms of both quantity and time.

© Havenbedrijf Rotterdam N.V.


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Tenders invited for phase 2 of Euromax Terminal
12-12-2008
Although phase 1 of the Euromax Terminal has not yet been completed, tenders have already been invited for the civil engineering work involved in the second phase. The contractor can start with the construction of 300 metres of extra quay and the site for 17 stacking lanes for container storage. As soon as the trend in volumes demands it, the terminal equipment will be ordered.

Phase 1
On 1 January 2009, 600 metres of quay with 6 large quay cranes and 2 smaller ones for inland and coastal shipping will be available. From then on, three of the eight services operated by the CKYH Alliance will be handled. In mid-2009, the whole of phase 1 will be operational, with 1500 metres of quay and twice as many large and small cranes.

(Source: Fast Forward no. 43)
© Other

CSAV service to come to Rotterdam
02-13-2009
CSAV-Norasia is moving the Benelux call by the IMEX Service to the Middle East and India from Antwerp to Rotterdam. While in Antwerp, the container service was responsible for just under 60,000 TEU a year. In the IMEX, six vessels with a capacity of 2,700 to 3,100 TEU will be used.

The first departure from Rotterdam is on 6 March, with the CSAV Tubul. After the Benelux call, the service’s vessels will also pick up more cargo at Hamburg and Felixstowe, before leaving for Port Said, Jeddah, Jebel Ali, Mundra and Nhava Sheva. The return journey from India to Rotterdam will be via Port Said and Valencia. In Rotterdam, the IMEX will be handled by ECT Home Terminal.

(Source: Nieuwsblad Transport 10-02-2009)


Work on MDI plant will be resumed after improvement global demand
02-11-2009
Huntsman Corporation has suspended work on design and feasibility studies for its planned investment in a new methylene diphenyl diisocyanate (MDI) plant at its site in Rotterdam Rozenburg (Botlek area). because existing production capacity is adequate to meet current demand for MDIbased polyurethanes following the downturn in global economic growth.

The design and feasibility studies, which include preliminary engineering for the planned 400,000 metric tons capacity unit, will be halted at a stage to allow quick and efficient re-engagement at a future date. Until such time, all third party work on the project will be suspended.
(Official release, including quotes and profile Huntsman: www.huntsman.com)

© Other


Milieudefensie and Port of Rotterdam Authority sign agreement
02-09-2009
Today, Milieudefensie and the Port of Rotterdam Authority are presenting the 'Agreement on a Sustainable Maasvlakte'. This year both parties are having a study carried out to determine whether and how the emissions of fine dust, NOX, SO2 and CO2 – originating from activities of the current Maasvlakte and the Second Maasvlakte – can be reduced. The joint ambition is a reduction of air-polluting substances by 10 percent as of 2020. In view of this result Milieudefensie will refrain from taking legal measures against the construction and use of the Second Maasvlakte.

-Subject: Second Maasvlakte to be ten percent cleaner
- Legal proceedings no longer being considered

In the past few months the Port of Rotterdam Authority and Milieudefensie (Friends of the Earth Netherlands) have had constructive discussions about the differences of opinion regarding the environmental goals and performance of the Second Maasvlakte. It was determined that it was more attractive for both parties to strive for sustainable use of the Maasvlakte rather than get involved in litigation on the matter, as they expect this will lead to greater and more efficient environmental benefits.

A part of the agreement is a study into the most effective measures for realising the emissions reduction. This includes such things as, for example, the use of shore-based electricity for sea-going vessels which are berthed in the port, the use of port dues as an incentive for shippers to invest in environmental measures, and increasing the environmental zone on the Maasvlakte so that only cleaner trucks are welcome in other parts of the port area. The Port of Rotterdam Authority and Milieudefensie will continue their consultations in the coming years to monitor the effect of the measures to be taken and if necessary to take additional measures.

Hans Smits, CEO of the Port of Rotterdam Authority: "We are pleased with the constructive attitude of Milieudefensie. It has always been the goal of the Port Authority to create win-win situations with all stakeholders in a permanent dialogue, whereby the economy and liveability are improved. The construction of the Second Maasvlakte will go ahead as planned and at the same time we will see to it that the port will become more sustainable."

© Port of Rotterdam Authority

Ice threatens Dutch harbour, as skaters rejoice
31 December 2008
Agence France Presse

As Dutch ice-skaters made the most of the lowest December temperatures in 12 years, authorities announced Wednesday it would be deploying a ship to break up ice in the port of Rotterdam.

"For the first time since 1996, the Rotterdam Port Authority will use a patrol vessel the keep the port ice-free in the freezing weather," said a statement from the biggest port in Europe and the third biggest in the world.

A single vessel will start ice-breaking duties on Friday in an area of the harbour where ice is threatening to derail sea traffic.

"We will see if more are needed later," spokesman Tie Schellekens told AFP.

In 1996, the last time that such action was needed, boats worked night and day for three weeks, clearing a passage for barges and container ships.

Meanwhile, the cold weather was welcomed by many local people: the Dutch are famously fond of skating on the any of the dozens of natural ice rinks across the country.

"Every small town or village has an ice-skating club which start preparations in November by placing 20 centimetres of water in a ring," said Huub Snoep, spokesman for the Dutch Ice-Skating Federation (KSNB).

"This freezes to form an ice layer of eight or nine centimetres deep; that is enough for skating," he said -- warning of the dangers of attempting to skate on frozen lakes or canals.

In the town of Nieuwkoop in the centre of the country, a man in his sixties was rescued after falling through the ice while ice-skating Tuesday.

And in Vlissingen in the east, two boys aged 10 and 12 also had to be saved after falling into a canal on Tuesday.

The country arranges several ice-skating marathons, and the Dutch are hoping it will become cold enough this year to hold the renowned "Elfstedentocht" (race of 11 cities) -- a 200km endurance race on frozen canals.

The Elfstedentocht has only been held 15 times since the maiden race in 1909; the last was held on January 4, 1997.

"There are about 16,000 participants: the ice must be at least 16 centimetres (just over six inches) deep," said Snoep.

"We need a dozen freezing days with temperatures of minus eight degrees (Celcius) (18 Fahrenheit) at night and zero by day."

Rotterdam port uses icebreaker to clear waterway

AMSTERDAM, Jan 7 (Reuters) - Rotterdam, Europe's biggest port, brought out an icebreaking boat on Wednesday for the first time since early 1996 due to ice forming on an inland waterway.

The port authority said ships could still travel on the canal, known as the Delfshavense Schie, but they were experiencing some difficulties due to ice.

It did not expect to have to break ice in other areas around the port in the short term.

In 1996, the port authority had to break ice day and night for three weeks to keep an inland route through the port free for vessels.

The new EUROMAX TERMINAL

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MAASVLAKTE II

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See: www.ect.nl

really cool pictures...

Financing agreement GATE LNG terminal
Gate terminal, a joint venture between Nederlandse Gasunie and Koninklijke Vopak has signed a € 136 million senior financing agreement with the European Investment Bank and a banking syndicate of eight international relationship banks. This financing facility will be used for the expansion of the first Dutch Liquefied Natural Gas (LNG) import and regasification terminal on the Maasvlakte near Rotterdam. The financing facility adds to the initial € 745 million senior financing agreement, of July 2008.

Terminal
In August 2008, E.ON Ruhrgas joined DONG Energy, EconGas and Essent as the fourth customer of Gate terminal by signing a throughput agreement. To accommodate all customers, the terminal’s throughput capacity will be expanded with 3 billion cubic meters of natural gas per year (bcma) to a total throughput capacity of 12 bcma and a second jetty will be constructed. The terminal will play an important role in the future supply of natural gas to the European market and is expected to be fully operational in the second half of 2011.

European companies
The initial annual throughput capacity of 12 bcma can be increased to 16 bcma in the future. Four European energy companies (DONG Energy from Denmark, EconGas from Austria, E.ON Ruhrgas from Germany and Essent from the Netherlands) have signed long term throughput agreements with Gate terminal. As part of the agreement these customers (or their major shareholders) each hold a 5% equity stake in Gate terminal. The remaining 80% of shares are held by Gasunie and Vopak, thereby safeguarding the independence of the terminal.
Read more: www.gateterminal.com

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Lehnkering to come to Distriport Benelux
Lehnkering Logistics & Services will be establishing itself in Rotterdam-Pernis during the course of this year. The company will be given the use of over 17,000 pallet places in 'Distriport Benelux' in two phases. The space is suitable for the storage of cargo in a large number of IMO classes. (1) The project by developer ProDelta already consists of 31,000 m2, with another 28,000 m2 that will now be added, divided between two buildings. The ten units of approximately 2,800 m² each will be completed in the second quarter of 2009, and are suitable for the storage and distribution of commodities and dangerous substances. For this, the complex has been equipped with centralised facilities for the installation of an additional fire extinguishing installation. Use of the quay (also for inland shipping) and rail are possible via the neighbouring Pernis Combi Terminal. Distriport Benelux is situated next to the A4 motorway, across from the southern entrance to the Benelux Tunnel, and the A15 (Maasvlakte-Germany). (Sources: Lehnkering and ProDelta)
(1) Dangerous and noxious substances according to the categorization of the International Maritime Organization.

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Work on MDI plant will be resumed after improvement global demand
Huntsman Corporation has suspended work on design and feasibility studies for its planned investment in a new methylene diphenyl diisocyanate (MDI) plant at its site in Rotterdam Rozenburg (Botlek area). because existing production capacity is adequate to meet current demand for MDIbased polyurethanes following the downturn in global economic growth. The design and feasibility studies, which include preliminary engineering for the planned 400,000 metric tons capacity unit, will be halted at a stage to allow quick and efficient re-engagement at a future date. Until such time, all third party work on the project will be suspended.
(Official release, including quotes and profile Huntsman: www.huntsman.com)
© Other

Sharp fall in throughput
Throughput in the port of Rotterdam has fallen sharply. In the first quarter of this year, 94 million tonnes of goods were handled, 10.8% down on the same period of 2008. The declining throughput involves most types of goods: iron ore and scrap (-50%), agribulk (-4%), other dry bulk (-29%), crude oil (-4%), other liquid bulk (-17%), containers (-18%), roll on/roll off (-13%) and other mixed cargo (-24%). Coal (+24%) and mineral oil products (+13%) managed to escape the slump by quite a margin. Hans Smits, CEO of the Port of Rotterdam Authority: "The decline in throughput is considerable, but is in line with the picture I outlined in December of a poor first six months. Despite some rays of hope, the problems – for example in container shipping - continue to dominate for the time being. The recovery will therefore begin a little later than originally anticipated. We foresee a decline in throughput over the year as a whole of between -6 and -10%".

Dry bulk
The very sharp fall in imports of iron ore, to 5.3 million tonnes, is the result of the collapsed demand for steel, combined with large stocks of ore at the terminals. As blast furnaces have also been shut down, positive trends in demand for steel and ore prices are only having a very slow impact on ore imports. This also applies to throughput of scrap.
Throughput of coke coal parallels that of ore. The demand for coal for energy production actually increased sharply due to the relatively harsh winter and the structural increase in demand from Germany. As a result, throughput rose by almost a quarter, to 6.3 million tonnes.
The handling of other dry bulk (minerals, building materials, biomass) suffered from the sharp decline in activity in the chemical, metal and construction industry: -29% to 2.1 million tonnes.
In the first quarter, throughput of agribulk was still down, by -4% to 2.3 million tonnes, due to the good European harvest in the 2008/2009 season. From the third quarter onwards, the new harvest will be decisive.

Liquid bulk
Imports of crude oil fell a little less than people anticipated on the basis of the economic trend. Speculating on future price increases, they continued to fill up the storage tanks and even used tankers for temporary storage. As a result, the quarterly figures fell to a limited degree, by 4% to 24.9 million tonnes.
The structural regional surpluses and shortages, combined with a strong "contango" (high prices in the future in comparison with the short term), had a positive impact on throughput of mineral oil products. Despite the fall in demand, less goods and passenger transport, for end products, throughput continued to grow: +13% to 16.8 million tonnes.
Other liquid bulk (chemical basic products, vegetable oils and fats, fruit juices), fell by 17% to 7.6 million tonnes. Within the sector, chemical basic products are by far the most important and the chemical industry has been hit hard by a fall in demand.

General cargo
Container throughput fell by 18% to 22 million tonnes. In (20-foot units) the decline was 16%, to 2.3 million TEU’s. There was no evidence of positive trends in any particular trade. For the rest of the year too, prospects are poor in terms of volume. In addition to this, container shipping is wrestling with overcapacity and is faced with the challenge of jacking up extremely low freight tariffs.
Roll on/roll off traffic is suffering heavily from the unprecedented decline in the British economy and the increased value of the euro against the pound. The quantity of goods transported fell by 13%, to 4 million tonnes.
The 25% decline in throughput of other general cargo to 1.4 million tonnes was caused by the falling demand for steel, which accounts for about half of the mixed cargo throughput, and metals. The handling of fruit is a little less sensitive to economic trends, but is subject to structural pressure due to continued containerisation. Paper/pulp throughput is declining because fewer advertisements mean thinner newspapers and magazines.
Appendix: Throughput figures Rotterdam first quarter 2008 and 2009 and the percentage difference.
© Port of Rotterdam Authority

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Netherlands is Europe's number two exporting country
In 2008, the Netherlands was the second most important exporting country in the EU, behind Germany. A year earlier, our country was still third. The increase in Dutch export value was also high in comparison with other EU countries. This high position can be attributed partly to the country’s important role in distribution to the European hinterland. Eurostat, source of the data, refers to this as the "Rotterdam effect". These so-called re-exports account for almost half of total Dutch exports. Exports equal to 12 most recent EU Member States. In 2008, the Netherlands exported almost as much as the twelve new members of the EU together: about €430 billion. This trade was made up of such goods as computers, medicines and natural gas. Germany remained undisputed leader, with €994 billion. In 2008, the Netherlands passed France, at 412 billion.

Relatively high growth
In 2008, Dutch exports were 7% up on 2007. Average growth in the fifteen ‘old’ EU countries was 2%. In contrast, exports from the new EU Member States averaged 11%.
In the fourth quarter of 2008, Dutch exports were 5% lower than in 2007. However, exports in Germany (-6%), France (-7%), Belgium (-8.5%), the United Kingdom (-11%) and most other Member States fell even more sharply.

Re-exports push up exports
The high position of the Netherlands in the league table of exporting countries can be attributed partly to the important role our country plays in distribution to the European hinterland. Dutch traders buy, for example, Chinese computers via the port of Rotterdam and then sell them on to other European countries. Almost half of Dutch exports are made up of these re-exports, whereas many other countries primarily export goods produced domestically.
Source: Statistics Netherlands, 15 April 2009, (www. cbs.nl)

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The Netherlands the biggest exporter to Germany
In 2008 Germany imported goods worth 72 billion euro from the Netherlands. This means that the Netherlands has replaced France, which remained at 66 billion euro last year, as the biggest exporter to Germany, according to figures from the Statistisches Bundesamt, published by the Dutch-German Chamber of Commerce (DNHK). The value of petroleum and natural gas products imported into Germany did indeed rise from 4.6 billion euro to more than 6.3 billion euro. But the Netherlands also increased exports of products from the food industry to Germany from 6.6. to 6.9 billion euro.

Re-exports
The figures published by the Statistisches Bundesamt do not give any idea of the volume of re-exports (1), mainly through Rotterdam, in the Dutch exports to Germany. The DNHK estimates this share to be 17 billion euro, being the difference between Dutch exports to Germany (including re-export) of 89 billion euro and German imports from the Netherlands (without re-export) of 72 billion euro.

German exports
The fact that the Netherlands is becoming increasingly important at the same time as a market for Germany is also shown in the German export figures. During 2008 the Netherlands rose by one place to fourth, ousting Italy (64 billion). Germany exported goods totalling a value of almost 65.6 billion euro to the Netherlands. Among the winners were German chemical products in particular (11.1 billion compared to 10.5 billion in 2007), iron and steel products and special vehicles.

(1) With re-export, goods are imported into the Netherlands and then exported again in a virtually unprocessed state. Because of the distribution function of the Netherlands, the share of re-export during the last few years has averaged in excess of 40 per cent. See also: Port of Rotterdam pivotal in effort to overtake France and Germany
© Port of Rotterdam Authority

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Koole expands tank storage
Tank storage company Koole in Rotterdam Pernis is to expand its terminal by 80,000 m3 to around 635,000 m3. The large sea jetty is also to be reinforced and deepened to 15 metres, in order to be able to handle vessels of up to 75,000 tonnes. For connecting transport, a third coaster, with a capacity of 4000 tonnes, has been put into operation. In the stainless steel tanks, vegetable oils and fats, oleochemical products and biodiesel can be transported to European destinations by sea. Of its own fleet of 16 inland tankers, 6 already have EBIS (European Barge Inspection Scheme) classification. This means that the company can carry biodiesel for all major oil companies. (1)

Despite the economic crisis, the market for biofuels developed well. (See also: Rotterdam shows sharp growth in biofuels). The crisis is also slowing down demand for car fuels, but the obligation to blend fuels is cushioning the negative impact on transshipment and storage. Vegetable oils and fats and oleochemical products are used mainly in foodstuffs and cosmetic products. Demand for these is dropping relatively late in the economic cycle.
(1) Source: Oils and Fats, March 2009.

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Queen reveals names of Second Maasvlakte ports
On 28 April, Her Majesty the Queen will reveal the names of the future ports on the Second Maasvlakte. She will do this during a visit to the port of Rotterdam. The focus here will be on the new port area in the North Sea. During this visit, Her Majesty the Queen will also receive extensive information on the various aspects of the Second Maasvlakte. The construction of the Second Maasvlakte will add an extra 2,000 ha to the Netherlands. Work started in September. This spring, the dredging fleet will be increased to full strength and, before the summer, the first new land will rise out of the water, 3 km from the current coastline. If all goes according to plan, the first vessels will be docking in the new ports in 2013. To provide an opportunity to contemplate these important developments, a gathering will be held on 28 April, with around 300 invited guests, in and around the FutureLand information centre on the edge of the existing Maasvlakte. There, Her Majesty the Queen will announce the names of the new ports on the Second Maasvlakte. The Queen will then go on to speak with various experts in the field of design and construction, environmental compensation and sustainability, the economy, etc. FutureLand will open its doors to the public on 1 May. The Second Maasvlakte is part of the Rotterdam Mainport Development Project (PMR). The aim is to boost both the economy and the quality of life in the Rijnmond region. Within the PMR, the Port of Rotterdam Authority is responsible for the construction of the Second Maasvlakte.
© Port of Rotterdam Authority

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Great news for Rotterdam!

Euromax is developing, new power plant and LNG-terminal so close to each other. For me a little boom! :)

Rotterdam slips to fourth in global port league

AMSTERDAM, June 4 (Reuters) - Rotterdam, Europe's biggest port, has slipped to fourth among the world's largest ports, as China's combined Zhoushan and Ningbo ports have risen to second place, based on the Dutch port's 2008 statistics.

China's Shanghai tops the list for a fourth year running, with a cargo volume of 582 million tonnes, while the Chinese ports of Zhoushan and Ningbo, which combined in 2006, came in second with 520.1 million tonnes of annual throughput.

Singapore dropped from second to third place, with 515.3 million tonnes, while Rotterdam, with 421.1 million tonnes, was knocked to fourth position, according to latest figures released on the port's website.

Rotterdam surpassed New York as the biggest port in the world in 1962 and maintained its dominance until 2004, based on the port's statistics.

The Dutch hub has faced growing competition in recent years from booming Asian ports, and embarked on an expansion project last year, hoping to eventually increase its annual cargo volumes to 800 million tonnes by 2040.

A Rotterdam port spokesman explained the shift in the league as mainly due to the statistical decision to count Zhoushan and Ningbo as one port, since they joined forces in 2006.

Dutch and Belgian Green parties have suggested Rotterdam should merge with Antwerp as a means for the ports to bolster their position without having to expand further. Their combined cargo turnover is 610 million tonnes at present.

But the spokesman said on Thursday a merger was not seen as an option due to anti-monopoly laws in the European Union.

Chinese ports now make up half of the world's top 20 ports, based on Rotterdam's statistics.

Antwerp is the only other European port to appear in the list, while three U.S. ports, two Japanese and two South Korean ports also feature.

Rotterdam held on to its position as Europe's biggest port in 2008, followed by Antwerp, Hamburg, Marseilles and Amsterdam.

ports = good economy

Dutch see closer cooperation as key to port growth

AMSTERDAM, July 14 (Reuters) - Rotterdam needs to cooperate more closely with other Dutch harbours such as Amsterdam and Groningen if it wants to to keep its position as Europe's top port, Dutch government ministers said on Tuesday.

Improving transport connections between the ports and increasing the specialisation of the different harbours could lead to an integrated network more attractive to shippers, several ministers wrote in a port strategy document for parliament.

"To safeguard our international standing in the future and to reduce pressure on the environment, Rotterdam and the other Dutch harbours and logistic centres need to work more closely together," the Economy Ministry said in a statement.

It said a likely surge in global trade in coming decades would increase competition between European ports, making it critical the country is ready to meet client demand for more smoothly running ports.

With more than 420 million tonnes of cargo handled in 2008, Rotterdam is Europe's biggest port overall, followed by Antwerp, Hamburg, Marseilles and Amsterdam.

Though volumes have declined in 2009 as a result of the slowdown in global trade during the worldwide economic crisis, Rotterdam has started an expansion project aimed at doubling its annual cargo volumes by 2040.

Rotterdam H1 cargo volumes down, to stabilise

AMSTERDAM, July 15 (Reuters) - Cargo volumes handled by Rotterdam, Europe's biggest port, fell 13.4 percent in the first half of 2009 but are expected to stabilise in the second half, the port authority said on Wednesday.

Volumes of goods passing through the Dutch hub slipped to 185 million tonnes in the first half of 2009, compared to 214 million tonnes in the same period last year, as global trade flows eased on weak demand in slowing economies.

"It looks like the floor of the decline has been reached," said the port's chief executive Hans Smits in a statement.

"I expect a stabilisation in the throughput in the second half of the year," he said, estimating volumes would decline by about 12 percent overall in 2009.

He said the port expected to benefit from a recovery in world trade throughout 2010, and was sticking to its plans to invest in expansion.

Declines in volumes affected almost every type of cargo, but particularly iron ore and scrap, with flows declining by 61 percent to 8.3 million tonnes on lower steel production due to weaker industrial demand.

Flows of containers, which carry finished goods, also fell by 15 percent, and coal volumes declined by 14 percent.

Refined oil products were an exception, with volumes increasing by 17 percent to about 35 million tonnes.

Rotterdam port started an extension programme last September which is set to increase its size by about 20 percent. The first ship was expected to dock in the new harbour in 2013.

FEATURE-Europe's top port expands despite drop in cargo

ROTTERDAM, July 23 (Reuters) - From queuing barges and traffic jams to falling cargo volumes and quieter terminals, Rotterdam worker Johan Blinde has seen a struggle with overload at Europe's biggest port turn into a fight for business.

In past years, he saw bottlenecks at terminals handling booming imports from Asia often forcing frustrated shippers to wait for days to unload. With cargo volumes down 13 percent so far in 2009, they can easily be in and out within 24 hours.

Meanwhile, dredgers are pumping millions of tonnes of sand into the North Sea to reclaim land for a 3-billion-euro ($4 billion) extension designed to avoid the choked conditions the port has faced in the past.

"The congestion is completely over," said Blinde, Rotterdam operations manager for South-Korean shippers Hanjin Shipping.

"There is less burden at the quay, we have fewer calls from vessels compared to last year," he said. "Now everyone is fighting for business."

The port's authority is pressing ahead with plans to increase its usable area by 20 percent, and sees the trade slump in a slowing global economy as a temporary breather that gives it time to be ready when growth resumes.

"The downside has an upside: we can now prepare ourselves for the next period of growth," Hans Smits, chief executive of the port, said in an interview.

"In the last couple of years, growth was so strong that we had a lot of obstacles handling these enormous flows of goods. Now we can solve the problem for when the recovery is there."

Rotterdam port is an engine for the export-oriented Dutch economy, helping to keep up the flow of beer, dairy products and tulip bulbs to the world while also serving as a key gateway to Europe for all sorts of commodities and finished products.

Its extension is set to add up to 20,000 jobs to more than 250,000 it already provides directly and indirectly, and will bolster the Netherlands' position as the world's 16th largest economy.

SHARE OF TRADE

At stake is also the port's share of trade in Europe, as rivals similarly prepare for a pick-up. Rotterdam handled about 35 percent of trade through the northwestern region in 2008 compared with Antwerp's 16 percent and Hamburg's 12 percent.

Bulldozers are busy distributing 250 million tonnes of sand evenly over the reclaimed islands of the Maasvlakte 2 extension, which will require 7 million tonnes of stone and 20,000 concrete blocks for its construction.

Meanwhile, Smits expects it will take between three and four years for cargo volumes to return to the 420-million-tonne level reached last year, which should coincide with the expected docking of the first ship in the new harbour in 2013.

With its peers, Rotterdam had faced criticism in the past for not investing enough and analysts said priorities were to improve facilities for handling containers, which mainly carry manufactured goods, and to improve links out of the port.

"This downturn presents an opportunity for Rotterdam and other ports in northern Europe to restructure themselves and become more efficient in the handling of container trade," said shipping analyst Marc Pauchet from maritime consultants MSI.

Containers carry products ranging from electronics to toys and food is also increasingly transported this way. Rotterdam is a popular transfer spot for ships because of its deep-water docks and short access route from the sea to terminals.

Ports in Asia such as Shanghai, which in 2005 assumed the title of world's biggest port Rotterdam had held since 1962, are gearing up quickly to deal with many large container vessels. European ports have some catching up to do, analysts said.

"As vessels grow larger and bigger and have the capacity, in order to attend to the vessels the ports need to invest in infrastructure like cranes and dredging," Pauchet said.

Rotterdam's location, facilities and investment, aimed at eventually doubling its capacity to handle containers, should help the Dutch port to shine in Europe, analysts said.

RIGHT PACE

"Its proximity to the main shipping routes and its access to the European market, not just by road and rail but by inland waterway connections, are pretty much unrivalled in northern Europe," said Neil Davidson, director of ports at Drewry Shipping consultants.

Other European ports, such as Le Havre in northwestern France, Antwerp in Belgium and Hamburg and Bremerhaven in Germany, could also gain market share in coming years.

"Ports like Hamburg and Bremerhaven have advantages in their locations, they have a strong base inland towards Germany, and a large chunk of the shipments that arrive into Rotterdam are destined for Germany," Pauchet said.

The challenge for Rotterdam as it carries out its expansion project would be to find the right pace to match capacity to demand requirements, Davidson said.

Container volumes have fallen 15 percent so far this year, but not as much as ores and scrap, with traffic down 61 percent as a result of low industrial demand for steel. Smits expected this sector could be the first to show signs of improvement.

"I hope to see the automotive industry pick up again next year so that steel production picks up and the throughput of a number of goods will recover," he said.

Although volumes have declined in most other cargo, oil products including diesel and kerosene have shown strong growth this year, which along with crude oil occupy most of the port's storage capacity.

Home to some of Europe's biggest oil refineries, Rotterdam's role as an energy hub is expanding as the Dutch seek to diversify their supplies. Flows of biofuels are rising, while the port is also a site for liquefied natural gas (LNG) and carbon capture projects.

"We have become a biofuel hub in Europe, that will grow step by step. By 2011 the first LNG terminal will be operational, and we expect to also become a gas hub," Smits said.

FACTBOX-Rotterdam, Europe's biggest port

July 23 (Reuters) - After years of increasing congestion and delivery delays at Rotterdam, Europe's biggest port, a slowdown in global trade is giving the Dutch hub time to expand capacity and prepare for a return to growth.

Here are some facts about Rotterdam and the main goods passing through the port:

* Rotterdam is Europe's biggest port by total cargo volumes as well as for containers, which carry finished goods. It has grown about tenfold since it became Europe's top port in 1938, handling more than 420 million tonnes of cargo in 2008.

* In the first half of 2009, crude oil and containers each made up about a quarter of total cargo volumes, while mineral oil products, ores and scrap and coal accounted for most of the remaining volume.

* The Dutch hub launched an extension project in September designed eventually to double its capacity to handle containers. Dredging vessels have sprayed sand in the North Sea to reclaim land in a process called "rainbowing". Construction of the quay for the first terminal should begin in 2010 and the first ship is expected to dock in the new harbour about 2013.

* Rotterdam is the site of some of Europe's biggest oil refineries, including Shell's Pernis, Europe's biggest overall with a capacity of about 412,000 barrels of oil per day, BP Rotterdam, Europe's second biggest at 400,000 bpd, and Kuwait Petroleum's 80,000 bpd plant.

* The port is a storage and transport hub for vegetable oils and biofuels. Biofuel flows through Rotterdam grew by 80 percent in 2008 and are expected to be a strong growth area in coming years. In edible oils, Rotterdam says its market share is higher than 65 percent, and it handled about 7.7 million tonnes of oils ranging from palm to sunflower oil in 2008.

* Rotterdam will be the site of several new terminals for liquefied natural gas (LNG) imports. Dutch oil storage firm Vopak and gas pipeline operator Gasunie are building the Gate LNG terminal, due to become operational in 2011. Terminal operator 4Gas also plans to build the LionGas terminal in Rotterdam, which is expected to come on stream in 2012.

(Sources: Rotterdam port, Vopak, 4Gas, Shell)

Building Tweede(/second) Maasvlakte:

Maasvlakte update:

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LNG-terminal:

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New Powerplant of EON. Rising up till 126 for the building. The Chimney is 175m tall.
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Expanding Loders Croklaanfactory:
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New plant for BioDiesel Neste Oil under construction:
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@EUROMASTER

Mooie post!


Port Authority is investing € 370 million this year
09-04-2009
This year, the Port of Rotterdam Authority is investing € 370 million in the port. About half of this is going into infrastructure in the existing port area, whilst the other half is earmarked for Maasvlakte 2. Some hefty investments also need to be made for the medium and long term. Between now and 2020, the Port Authority expects to invest some € 4 billion. The Port Authority’s financial position is solid enough to cushion the downward trend in results in the first six months (- € 8 million) and to allow the continuation of this investment programme. The Port Authority can easily meet the criteria set by its external financiers.
The results for the Port of Rotterdam Authority were down on 2008 in the first six months of the year, by € 8 million to € 77 million. This represents a 9% fall. This can be explained mainly by the lower revenues from seaport dues (- € 9 million), due to a decline in cargo handling as a result of the economic crisis. At the same time, revenues from contracts increased, thanks largely to land allocations.
The Port Authority expects the second half of the year to present a similar financial picture to the first six months.


Vopak Vlaardingen expands
08-19-2009
Vopak Vlaardingen recently expanded its tank capacity by more than 15%, to 500.000 m3, in around 420 tanks. It thereby confirms its position as one of the world’s largest specialised terminals for vegetable oils and fats, biodiesel and oleo chemical products.
55,000 m3 of tank space is of stainless steel. The recent expansion consisted of 75,000 m3 in so-called mild steel. With the installation of heavier pumps and accompanying pipe capacity, the handling time for ocean-going and inland vessels has been speeded up. In the coming years, the terminal capacity is to be further increased to 650,000 m3.


Glimmer of light for more throughput
08-18-2009
ArcelorMittal is preparing to reopen four blast furnaces which were closed earlier this year. The company notes that the steel stocks have become almost depleted and it is seeing a gradual increase in demand for steel. In Europe as a whole, production at 14 of the 25 blast furnaces was halted. (1)

Rotterdam
There is therefore a glimmer of light at the end of the very dark tunnel for the Rotterdam iron ore stevedoring companies: the furnaces in Bremen and Liege receive some of their ore via Rotterdam. ArcelorMittal is primarily a client of EMO on the Maasvlakte. That also applies to Voest Alpine, which is to reopen its third blast furnace in September.
EECV exclusively serves its parent company ThyssenKrupp, which will probably reopen one blast furnace, partly to supply a new rolling mill in the United States with slabs. Following iron ore and scrap, ‘other dry bulk’ will also receive some positive boosts. This sector transships all kinds of minerals and ‘smaller ores’ for customers in the steel industry, among others.


More ethanol facilities for Vopak Botlek
08-13-2009
Vopak Botlek has commissioned eight new tanks with a total capacity of 149,000 m3. The first shipment consisted of ethanol for use in fuels. In addition, the handling apparatus for ethanol trains is to be modified.
It was already possible to load unit trains for methanol and unload trains for ethanol. From the fourth quarter onwards, it will also be possible to load ethanol onto trains, at the rate of two a day. This is in response to growth in the ethanol market in general and increasing demand from the hinterland, particularly to destinations without a connection by water. (1)

Increase in scale
Ethanol is being produced - overseas - in increasingly large quantities. Parallel to this, the scale of cargo shipments traded and transported by tanker is growing. The large tanks built by Vopak are the next link in the chain. Since some time, larger inland tank vessels come into service. Now, demand is rising on ’dry’ inland locations in especially Germany as well. Therefore the modification of the rail facilities is a logical continuation in process of increase in scale.
Ethanol is blended into petrol. Brazil is the main overseas producer and Rotterdam is the main transit port for Northwest Europe. Transit transport is mainly by smaller sea-going vessels (Sweden, United Kingdom, Northern Germany) and freight barge (Germany’s rivers and canals). The train can pass on the advantages of scale further into the continental hinterland.
(1) Source: Vopaknews 3, 2009


Netherlands among top five global exporters
08-12-2009
The Netherlands has overtaken France in the league table of the world’s largest goods exporters. It is now in the top five, alongside Germany, China, the United States and Japan. This was revealed by figures from the world trade organisation (WTO). Exports account for 35% of Dutch GDP. The increase in Dutch exports (+15%) is equal to 4% of the total value of global exports. On the imports side, the Netherlands is seventh, with a value of $ 574 billion. The United States are in the lead, with $2166 billion and number two, Germany, achieved just over half of this.

Key role for Rotterdam
The Netherlands benefited significantly from the price increases in energy products from the gas fields of Slochteren and the Rotterdam petrochemical complex. Rotterdam’s transit function in Europe also played an important role for many other products. (See also Netherlands is Europe's number two exporting country).
For instance, 47% of Dutch outgoing trade consists of re-exports, largely via the port on the Maas. In the past ten years, exports of Dutch products have risen by 24%, re-exports by 195%. This means that the economic role of the mainports Rotterdam and Schiphol has increased.


Expansion of Broekman DistriPort
07-24-2009
The Port of Rotterdam Authority has commenced work on expanding the infrastructure of Broekman DistriPort at the Brittanniëhaven in the Botlek area. This will double the terminal’s capacity, in phases, to around 3 million tonnes of steel, iron, metals and project cargo a year. This will involve an investment of approximately €13 million by the Port Authority.

Construction
At the moment, contractor Kraaijenveld is busy extending the sea quay by 120 metres on the eastern side of the terminal. As a result, there will be a – second – berth available from November 2009, with a length of 243 metres and a depth of 12.65 metres. The site behind has already been developed. Starting at the end of this year, the westerly quay will also be extended. This work will be completed in March 2010.

Broekman DistriPort
Broekman DistriPort currently has a surface area in the region of 20 hectares, including 35,000 m2 of covered storage. Over 13,000 m2 of this consists of the all-weather terminal for transshipment into/from vessels of up to 9,000 dwt under cover and temperature-controlled storage for high-grade steel products. The quay has a length of 540 metres, 75 metres of which is covered. Here, there is also room for a freight barge, for ship to ship transfer with sea-going vessels. The terminal has a dual-track rail link stretching 900 metres, 150 metres of which is covered.
Important clients are the Finnish steel producer Rautaruukki and the Italian metal trader Pacorini. Also, steel products are stored for Hoogovens IJmuiden, ThyssenKrupp and Lensveld.


Top ranking the Netherlands in rail liberalisation
07-17-2009
The Netherlands rank four in the liberalisation of railway transport in Europe. On a scale of 1000, it scores 809 points just after the top-3: United Kingdom (827), Germany (826) and Sweden (825). These figures, reflecting the situation in 2007 were presented late June by ‘Railcargo Information Netherlands’
The vast majority of the 27coutries investigated, were in the EU-category ‘on schedule’ which starts at 600 points. Austria and Switzerland scored high in this division and Spain and Belgium low. Luxembourg, France, Greece and Ireland are in the category ‘delayed’.
In the Netherlands, the share of the one time monopolist NS Cargo (later Railion and now DB Schenker Nederland has declined between 1997 and 2006 to 75%. The other 25% is divided between twelve other operators. The transported volume however, rose and the tariffs were lowered with some 25%.

Source: Nieuwsblad Transport, June 26 2009


http://img134.imageshack.us/img134/5940/20090330maasvlakte3bord.jpg
Picture by @TOPAAS

For more pictures of the Euromax terminal and Maasvlakte by Topaas http://images.google.com/imgres?imgurl=http://img134.imageshack.us/img134/5940/20090330maasvlakte3bord.jpg&imgrefurl=http://www.skyscrapercity.com/showthread.php%3Ft%3D838834&usg=__pqnTKnsRVFWG1IKwUvmzEiK4oho=&h=690&w=1024&sz=154&hl=nl&start=33&um=1&tbnid=8zR8o0meixlMEM:&tbnh=101&tbnw=150&prev=/images%3Fq%3Deuromax%2Bterminal%26ndsp%3D18%26hl%3Dnl%26rls%3Dcom.microsoft:en-US%26sa%3DN%26start%3D18%26um%3D1

All photos taken 5 Sept 2009.

1. 4th crude oil port with oil tankers Siri Knutsen and Kastelorizo.
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2. BP oil refinery and the EECV iron ore and coal facility with the bulk carrier Berge Pacific.
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3. Maasvlakte Oil Terminal and the liquefied natural gas storage facility under construction.
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4. The Maasvlakte Oil Terminal consists of 36 storage tanks.
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5. The new ECT Euromax container terminal with the container ship Cosco China.
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6. New coal power plant under construction and the existing E.ON power plant.
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7. APM container terminal and the ECT Delta container terminal.
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8. Container ship Maersk Stepnica.
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9. Container ship Hyundai Brave.
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10. 6th crude oil port.
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Steinweg steel terminal to go into operation soon
10-06-2009
Next month, Steinweg’s deepsea steel terminal on the Maasvlakte will go into operation. By then, the terminal will cover 12 hectares, have a quay length of 500 metres and a depth of 16.65 metres. ‘Mini Capesize’ vessels up to 130,000 dwt will be able to moor here around the clock without any time restrictions. The terminal’s capacity is roughly 5 million tonnes a year.

The first major client is ThyssenKrupp, which is having slabs (large sheets of raw steel) transported from Brazil to rolling mills in Germany via the terminal. Every slab has a coded label, which is read and controlled via RFID technology. The label contains detailed information on the product (production date, composition, weight, customs-related data etc.) and the logistics process (date of transit, connecting mode of transport, further processing, etc.) Four gantry cranes with magnets will lift the slabs - weighing up to 36 tonnes - from the ship onto the terminal. Large forklift trucks with magnets will transport the steel sheets further to the (temporary) storage depot and freight barges and trains heading for Germany. The terminal has sufficient capacity to be able to process more import and/or export volume from a number of customers.
Source: Port Special, October 2009.

Port Authority is investing € 370 million this year
09-04-2009
This year, the Port of Rotterdam Authority is investing € 370 million in the port. About half of this is going into infrastructure in the existing port area, whilst the other half is earmarked for Maasvlakte 2. Some hefty investments also need to be made for the medium and long term. Between now and 2020, the Port Authority expects to invest some € 4 billion. The Port Authority’s financial position is solid enough to cushion the downward trend in results in the first six months (- € 8 million) and to allow the continuation of this investment programme. The Port Authority can easily meet the criteria set by its external financiers.

The results for the Port of Rotterdam Authority were down on 2008 in the first six months of the year, by € 8 million to € 77 million. This represents a 9% fall. This can be explained mainly by the lower revenues from seaport dues (- € 9 million), due to a decline in cargo handling as a result of the economic crisis. At the same time, revenues from contracts increased, thanks largely to land allocations.

The Port Authority expects the second half of the year to present a similar financial picture to the first six months.

impressive pics

POIC Sabah urged to pursue tie-up with Rotterdam port 'aggressively'
By Joniston Bangkuai Published: 2009/11/16

THE Federation of Sabah Manufacturers (FSM) expects the entry of the Netherlands' Port of Rotterdam (PoR) into Lahad Datu to mitigate some of the perennial problems behind the high cost of exports in Sabah.

FSM president Datuk Seri Wong Khen Thau said PoR's post management expertise and global reputation will be able to attract major shippers to make Sabah their port of call.

Wong was among a 28-member Sabah delegation led by Chief Minister Datuk Seri Musa Aman, who attended the recent signing of a framework agreement between the state-owned Palm Oil Industrial Clusters Sabah Sdn Bhd (POIC) and PoR on the development of the Lahad Datu POIC port.

POIC has developed 465.75ha for the purpose of a palm oil industrial cluster in Lahad Datu, where the key thrust has been the development of the POIC port.

A strong advocate for the abolition of the cabotage policy, Wong said the high shipping cost is one of the stumbling blocks in Sabah's export trade and attributed the high cost to the fact that there has not been sufficient outgoing cargo to fill up vessels that call at Sabah ports.

"Ships come in full and leave empty. If we can export full, the shipping cost of exports should reduce considerably," Wong said, adding that he learnt from PoR officials that one of their targets is to fill outgoing cargo vessels with biomass material.

Wong noted that PoR has an impressive hinterland distribution network which included movement of goods by rail, barges and road.

"This is of significance to Sabah's manufactured exports, especially those destined for Europe because the more developed and efficient the hinterland distribution network, the lower is the distribution cost," he said.

Urging the Sabah state government, particularly POIC Sabah, to aggressively pursue the partnership with PoR, Wong said the potential for tripartite shipping agreements between PoR, POIC Sabah and the PoR-managed Sohar Port in Oman is potentially important to expanding Sabah's export trade.

Sohar Port aims to be the shipping gateway to the Middle East, offering a potential for Sabah to be the hub for Asia by exporting its palm oil and other products to Middle East as well as to import products from there to be re-exported to Asia.

Final figures Rotterdam slightly better

02-03-2010

Throughput in the port of Rotterdam for the year 2009 ended up two million tonnes higher than suggested by the provisional figures published at the end of December 2009. The percentage decline in throughput is 8.1%, instead of the 8.5% initially calculated. The difference is due primarily to a slightly smaller decline in imports of crude oil. In the other goods categories, small(er) differences are involved. The final figures are used in the report (original text of December 2009) below. Please would you refer to these figures in the future.


THROUGHPUT IN PORT OF ROTTERDAM SHOWS SIGNS OF RECOVERY

In 2009, goods throughput in the port of Rotterdam fell to 387 million tonnes. This is 8.1% down on 2008. Imports shrank by 12.7% to 273 million tonnes; exports increased by 5.1% to 114 million tonnes. Bulk was 8.4% down on the previous year; general cargo fell by 7.5%. There was less incoming and outgoing trade in agribulk (-20%), ores and scrap (-47.1%), coal (-15%), other dry bulk (-15%), crude oil (-4%), other liquid bulk (-15.8%), roll on/roll off (-10.6%), other general cargo
(-18.4%) and containers (-6.3%). Only the handling of mineral oil products showed a positive trend (+23.2%), actually achieving the biggest absolute increase (13 million tonnes) ever.

Hans Smits, Port of Rotterdam Authority CEO: “Considering the circumstances, we cannot be dissatisfied. After hitting rock bottom in the second quarter, throughput has been improving slightly every month and virtually all the investments are going ahead. Moreover, Rotterdam is doing better than its main rivals. But I am not unconcerned. Many of our clients are having a difficult time and that will not be much different in 2010. The best medicine for this is growth, partly through an increase in our market shares. We therefore intend to continue with our active commercial policy. As a result of this, among other things, I hope that we will be able to break through the 400 million tonne barrier again next year. That means growth in throughput considerably over 3%”.

Dry bulk
The total quantity of dry bulk handled was down by 29.8% to almost 67 million tonnes.
The quantity of coal handled fell to 24.8 million tonnes. In the first few months of the year, coal imports remained reasonably stable due to the cold winter, ongoing contracts and the effects of trade. After the winter, energy consumption fell in both the Netherlands and Germany and coal’s share declined more strongly than that of the other energy sources. Throughput of cokes coal, about 40% of coal imports into Rotterdam, reflected the plummeting steel production. With the recovering economy and a mine closure in Germany, modest growth in coal throughput is expected in 2010.
Ore and scrap throughput almost halved (-47.1%) to 23,3 million tonnes. Falling demand for steel led to the temporary closure of many blast furnaces in Northwest Europe and a dramatic decline in the handling of ore. Most of the blast furnaces have started operating again, but under capacity. In 2010, the utilisation rate can be increased to 80%. As a result, ore imports could increase to a possible 30 million tonnes.
Other dry bulk was 13% down, to 10.2 million tonnes. The main consumers in this sector, the chemical and metal industry, are suffering from the economic crisis. The decline is still being compensated for to some extent by the gradual export of a few million tonnes of asphalt from a storage facility in the port area. Without this incidental flow, but with slightly increasing demand for minerals, ores and concentrates, throughput figures for other dry bulk could end up at 9 million tonnes next year.
The handling of agribulk (grains, oil seeds, derivatives) fell sharply: - 20% to 8.3 million tonnes. Europe had a good 2008-2009 harvest. As a result, fewer imports from overseas were necessary. In Rotterdam, the accent is on imports. In addition to this, imports were influenced negatively by a ban on genetically modified maize and reduced milk production. Due to the low milk prices, farmers used more grass and hay and less - imported - oil seeds.

Liquid bulk
The volume of liquid bulk handled rose by 2.1% to 198 million tonnes. Imports of crude oil fell by 4% to 96.4 million tonnes. Demand for oil products was down and refining margins fell, as a result of which it became unavoidable to limit production. In comparison with other regions, however, Rotterdam did noticeably better thanks to the strength of the petrochemical cluster. This and the anticipated increase in the refining margins counterbalance the high commodity stocks and the slow increase in demand in the OECD countries. In 2010, therefore, slightly higher throughput figures for crude oil are expected.
Imports of oil products increased by 16.5% to 42.2 million tonnes, exports by 34.1% to 29.9 million tonnes. In total, a record quantity of 72 million tonnes (+23%) was handled. Comparable growth percentages have already been seen four times since 2000, but the absolute growth of 13 million tonnes is the largest ever. This is attributable for about two-thirds to gas oil/diesel throughput. Forward prices for this commodity were higher throughout the year than the spot prices (‘contango’), so that storage paid off. Up to the end of the summer, there was also good ‘arbitrage’ (price differential between two regions minus freight costs), which attracted cargo from Asia, Russia and America to Europe. Thirdly, extra jetty and tank capacity was created, as a result of which the port was able to handle more cargo. A little more fuel oil – in absolute terms the most important product – was handled: around 36 million tonnes. Naphtha throughput fell slightly and that of kerosene was up by about 10%.
There was a 15.8% decline in other liquid bulk throughput, to 29.5 million tonnes. The main cause of this is the 20-30% fall in production in the chemical industry. The handling of vegetable oils was up again, thanks to imports of crude palm oil for the refineries. However, there was a substantial decline in the handling of soybean oil, sunflower oil and rapeseed oil. Biofuels (biodiesel, ethanol and ETBE) were also down. The moderate sugar harvest put pressure on Brazilian exports of ethanol. This was compensated for partly by imports of ethanol from Spain and France via Rotterdam. Imports of biodiesel fell due to the European measures taken against the American B99 mix. This made way for the import of more biodiesel from Argentina, however.

General cargo
The general cargo sector had a poor year as a consequence of declining world trade, although the total fall of -7.5% to 122.2 million tonnes is a reasonable result in comparison with rival ports. This definitely also applies to the handling of containers, which was 6.3% down on last year, but managed to remain just above 100 million tonnes. As fewer empty containers were handled, the decline in units was -9.6% to 9,743.290 TEU. Rotterdam is doing well in the largest ‘trade’ in quantitative terms, that between Europe and Asia. Shipping lines combined services and deployed the biggest possible vessels to reduce costs. What Rotterdam has to offer (location, depth, hinterland transport, port tariffs) is tailored well to this and means that the port can benefit from the trend. Container traffic within Europe, mainly to the major destinations such as England, Ireland and Spain, was hit quite hard, however. The services to North and South America are sharing in the malaise. The Baltic trade, mostly involving feeder traffic linked to the Asia services, is really flourishing, however.
The roll-on / roll-off sector is geared virtually solely towards the British market. The crisis, which hit there early and hard, has not led to an earlier onset of recovery. This is further hampered by the value of the pound in relation to the euro. England and the Rotterdam services are focused very much on imports. In addition to the imbalance, the North Sea is characterised by the fierce competition between ferry services and with the container services and the Channel Tunnel. Taken together the handling of roro units declined 10.6% to 16 million tonnes. In the slightly longer term, the investments related to the Olympic Games offer positive prospects, which will buttress the investments in the expansion of capacity for Stena and Cobelfret, among other things.
Other general cargo, -18.4% to 6 million tonnes, was hit quite badly by the crisis. The handling of steel and non-ferrous metals accounts for around 70% of volume in the sector. Both depend heavily on those sectors hit hard by the crisis, such as the construction and automotive industry. The decline in non-ferrous metals remained limited, but steel throughput was down by a third. Storage is on the increase, however. The handling of paper products and fruit fell slightly and project cargo remained stable. The number of cars driven off the ships plummeted by about 70%.

Annex: Goods throughput in the port of Rotterdam January - December 2008 and 2009.

http://www.portofrotterdam.com/en/news/pressreleases/2010/20100203_33.jsp

Berge Stahl to Rotterdam again
01-08-2010

Monday January 11, the Berge Stahl – the largest bulk carrier in the world – arrives in the port of Rotterdam again. Port of departure is Tubarao in Brazil. The previous arrival in Rotterdam was one year ago. In between, it was deployed on the Asia-Brazil route. Steel producer ThyssenKrupp chartered the vessel for a period of a year to serve the Rotterdam-Brazil route After a disastrous year, the Rotterdam throughput of iron ore is recovering. Since 1986, the Berge Stahl shuttles between Ponta da Madeira, Northern Brazil and the iron ore and coal terminal of EECV in the Rotterdam Europoort area. During this period it supplied the German steel industry with 73 million tons of iron ore.

Iron ore throughput
Last year the throughput of iron ore almost halved (-47%,) to 23 million tonnes. Falling demand for steel led to the temporary closure of many blast furnaces in Northwest Europe and a dramatic decline in the handling of ore. Most of the blast furnaces have started operating again, but under capacity. In 2010, the utilisation rate can be increased to 80%. As a result, ore imports could increase to a possible 30 million tonnes.

Berge Stahl

Dead weight tonnage : 365,000 ton (equals some 120 conventional lighters for inland transport)

Length: 343 meters

Breadth: 63.5 meters

Allowed draught: 22.5 meters (74 feet)

Into service: December 6, 1986

Owner: Bergeson Worldwide Gas

Agent and charterer: ThyssenKrupp Veerhaven

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Petrobras opens Rotterdam office
On Monday 1 February, the Brazilian oil company Petrobras opened an office in Rotterdam. In the “Weenapoint” building, the company and CEO José Sergio Gabrielli de Azevedo was welcomed by Mayor Ahmed Aboutaleb of Rotterdam and Minister for Foreign Trade Frank Heemskerk. Their presence underlined the importance of the developing Brazilian economy and the function Petrobras serves in this, for the Netherlands and the region of Rotterdam in particular. The Brazilian oil company has been active in the port of Rotterdam for over two years. The company leases tanks at the ETT and Vopak terminals in the Europoort area and imports low-sulphur fuel oil from Brazil. In this (LSFO) sector, it is an important party - with 850,000 tonnes a year - for the ultimate bunker market. The Port of Rotterdam Authority estimates sales of low-sulphur bunkers at 15-20% of the total, so somewhere between 2 and 2.5 million a year. Petrobras imports around 600,000 tonnes of product with a sulphur percentage of 0.8. Afterwards, this is blended to the maximum 1.5%, which is in accordance with the requirements of the “Northwest Europe Sulphur Emission Control Area”. To be able to offer its clients a complete package, the company has also been selling high-sulphur fuel oil since May. It purchases this HSFO locally. Pertrobas is not involved in ethanol exports from Brazil to Europe. This could change in the future, however. Finally, the Brazilian oil company has a large, long-term lease contract for an oil production and storage vessel with SBM Offshore in Schiedam.



Maasvlakte II - land reclamation project
under construction

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First shipment of stones for Rotterdam’s Maasvlakte 2 sea defences
On Sunday 17 January, the Yeoman Bontrup, the first ship carrying stones for the hard sea defences for Maasvlakte 2, was unloaded in Rotterdam. The stones come from Bremanger (Norway), about 200 km north of Bergen. During the coming two years, a ship loaded with around 90,000 tonnes of natural stone will arrive every two weeks. In total, 5 million tonnes of new stone are needed. A further 2 million tonnes of stone from the existing Maasvlakte sea defences will be recycled. The PUMA contractors' consortium built a special docking area for the stones on the western side of the Yangtzehaven on the existing Maasvlakte. The bulk carriers loaded with stones moor here on poles and then the cargo of 90,000 tonnes of rubble is unloaded within 36 hours via a conveyor belt. Whilst the ship is busy collecting a new shipment of stones, the rubble is taken to a sieving installation, by means of large dumpers. The storage site is about 1.5 km from where the hard sea defences (‘dyke') for Maasvlakte 2 will be built this spring. For safety's sake, a temporary viaduct will be built over Europaweg in the coming months, between the storage site and the new hard sea defences. The stones are an essential part of these hard sea defences. It will be 3.5 km long and be built on the northwest side of Maasvlakte 2, where the waves are most powerful. PUMA has come up with an innovative design for these defences, comprising:

a stony dune to a height of NAP (Amsterdam Ordnance Datum) + 14 m with a thick covering layer of rubble (20-135 mm), a so-called cobble beach;
a block dam to a height of NAP (Amsterdam Ordnance Datum) + 2 m constructed on the slope of the stony dune.
The waves break on the low block dam, so the stony dune (or cobble beach) is hit by a much lighter swell.

http://www.maasvlakte2.com/en/index/

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ports = good economy

:yes:

:applause:

2 pics of the port:


http://lh6.ggpht.com/_2KfEMb9E_-0/S5P2a9PL9FI/AAAAAAAAEmM/W47BQR3VBcg/s800/P1020841.JPG


http://lh3.ggpht.com/_2KfEMb9E_-0/S5P2bvs93nI/AAAAAAAAEmQ/Lgi_-NXb-H4/s800/P1020842.JPG

Mainport Europe for Brazil
Rotterdam is Brazil’s most important European port with in 2008 an annual throughput of 37.6 million tons of goods (+12% v. 2007, 33.5 mln). By far the most of the cargo is exported by Brazil: 36 (2006 31.7) million tons. The Netherlands rank four in the Brazilian export list, with a share of 5.2% in 2008, after the USA, Argentina and China but before Germany(1). Iron ore is the prime product shipped to Rotterdam with 27.1 (23) million tons. Brazilian imports via Rotterdam total 1.6 (1.7) million tons. Brazil accounts for 41% of the total volume, 92 million tons, transported between Rotterdam and the Americas. The United States ranks second with 24 million tons. Brazil’s share within the Rotterdam total is 9% (8%), which puts it on the third place, behind the United Kingdom (51.9mt) and Russia (43.7mt) but before China (25.5 mt) and the United States (24 mt).

Specific goods
The most important Brazilian products exported to Europe via Rotterdam are iron ore (27 mt), special goods and general cargo (3.3 mt), oilseeds, oils and fats (1.6 mt), crude oil (1.0 mt), chemical base products (1.4 mt),) animal feed (0.7 mt), liquid fuels (0.9 mt) and grain,fruit and vegetables preparations (0.5 mt.). In 2008, bio fuels notably bio ethanol were difficult to trace in the standard statistics, but is likely that since then it developed into a top three product. (See also: News section) Fruit juices are “hidden” as well, but add up to several hundred thousands of tons. The containerized cargo is within the category general cargo and includes fruit, fruit juices (in barrels), meat, poultry and automotive parts. Eastbound, dairy products, beer and other food products, machinery and chemicals are in the top of the list. The transport of containers (2) in 2008 amounted to 300,000 TEU, a rise of 3.7% as compared to the previous year. A little over 138,000 units left Rotterdam and 162,000 TEU were Brazilian exports. The country accounts for 55% of the container traffic between South America and Rotterdam. (3). In 2009, Brazil exported 256,245 TEU to the Hamburg-Le Havre Range. With 86,640 TEU, the share of Rotterdam is 34%. (4)

Companies
The most important Brazilian company operating in the port of Rotterdam is Cutrale, which operates its own European juice terminal in Rotterdam Fruitport. Not only fruit and vegetables are landed in Rotterdam Fruitport, but also the largest proportion of all Brazilian exports of concentrated orange juice to Western Europe. Braskem, Copersucar, Petrobras and Petroflex operate European sales offices in Rotterdam. Other connections with Brazil are conducted via the offshore sector in the port of Rotterdam and Vopak, Caldic and Steinweg. Keppel Verolme, for example, regularly converts and repairs drilling vessels and FPSO’s intended for use off the Brazilian coast. Vopak runs tank storage companies in Alemoa, Ilha Barnabé, Aratu, Santos and Paranaguá (joint venture). Steinweg Handelsveem has a branch in Sao Paulo.

Photo: unloading of Brazilian iron ore at the EECV terminal
(Photo: Freek van Arkel).

(1) Source export figures (2008) : CIA World Factbook
(2) The containerized cargo is included in the tonnage of “special and general cargo”.
(3) Source: Dutch Central Bureau for Statistics (CBS). In comparison with the 2009 figures: note that the CBS figures include loaden and empty containers.
(4) Source: Unimar Group

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Port infrastructure best of Europe
The Netherlands has the best port infrastructure in Europe. This is according to the World Economic Forum in ”The Global Competitiveness Report 2009-2010”. Singapore’s wet infrastructure was deemed to be the best in the world, followed by Hong Kong. The Netherlands came third.

Billions
The level of the current infrastructure is largely the result of the major investment projects in Rotterdam between 1992 and 2008. Billions were and are spent on roads and railways (the A15 Motorway, Port Railway Line/Betuwe Route), quays, terminals (especially at the present Maasvlakte), refineries/chemical industry and tank storage (e.g. Shell, Vopak, Lyondell, Huntsman, ExxonMobil Odfjell) and biofuels. In the period until 2015, investments will certainly not decrease and counted as from 2007 amounts almost €15 billion. The government earmarked € 2 billion for improving and increasing the capacity of the backbone of the port area: 45 km. long road corridor between the Maasvlakte in the west and the hinterland. The Port of Rotterdam Authority spends some € 175 million on the maintenance and expansion of roads, quays, safety, the environment, IT systems, etc. in the present port area. Trade and industry are currently set to spend around € 10 billion. This amount is, despite the economic crisis, almost constant. Withdrawn projects are in general compensated by new ones, especially to produce cleaner mineral fuels.

In addition to all this, the Second Maasvlakte is to be built, costing around € 3 billion

Great thread! thanks for all this!

Euromax, taken about a week ago:

http://old.vslcatena.nl/Members/jules/maasvlakte_Euromax1.jpg

Extra space for larger container ships and dry bulk handling: Amazoneharbour to be widened
06-08-2010

ECT, EMO and the Port of Rotterdam Authority have made agreements for the further development of their commercial activities on the existing Maasvlakte. At the beginning of 2011, a start will be made on widening the Amazonehaven. At the same time, EMO will relocate some of its operations to the Hartelstrook on the southern side of the Mississippihaven. “These two projects are very much in line with our policy to make optimum use of the space in the existing port area”, explains Port Authority CEO Hans Smits.

The Amazonehaven will be widened from 255 to 305 metres so that it will be able to accommodate the increasingly large container vessels which dock at the ECT terminal. When widened, the very largest container ships will have problem-free access to the Amazonehaven, whatever the circumstances. The Port Authority will be investing approximately €175 million in this project.

To facilitate the widening of the Amazonehaven and in connection with the establishment of the Electrabel power plant, EMO has given up 23 ha of the existing terminal. At the same time, EMO foresees an increase in throughput as a result of the arrival of Electrabel and the use of biomass as an additional source of fuel by coal-fired power plants. EMO is therefore taking over an 11.5 ha site on the Hartelstrook in the Mississippihaven, bordering the Steinweg terminal. EMO also has an option on an adjacent 12 ha site on the Hartelstrook. If EMO also puts that land to use, the company’s site will be returned to its former size. The new EMO terminal will have a rail link.

The effects of this new EMO facility on noise levels, air quality (fine dust and NOx) and the natural world have been studied and are within the legal limits. The results of the research are being translated into the design of the new terminal. EMO will take measures to restrict the burden on the environment to a minimum. The licensing procedures for the establishment of EMO on the Hartelstrook are to start shortly.

http://upload.wikimedia.org/wikipedia/commons/a/a0/Locatie_Amazonehaven.png

www.portofrotterdam.com

Este puerto es grandisimo a comparacion de otros paise!!!!!!!

edit

Nice pics!

What will happen with te lighthouse on the west point? I think a new one has to appear, unless the modern technologies. Overall the harbour needs a lighthouse at the entrance I guess. The old one could be re-used.

Taken today

http://i299.photobucket.com/albums/mm283/Nielsiej13/IMG_3885_1_2.jpg

http://i299.photobucket.com/albums/mm283/Nielsiej13/IMG_3896_1_2.jpg

Vijfsluizen:

http://i299.photobucket.com/albums/mm283/Nielsiej13/IMG_3916.jpg

http://i299.photobucket.com/albums/mm283/Nielsiej13/IMG_3922.jpg

All photos taken October 22, 2010.

1. Port entrance at Hoek van Holland.
http://www.oranga.com/pics2/s201010221229bb.jpg

2. APM Terminals at the Europahaven: MSC Melatide (366 x 52 meter), Maersk Kushiro (299 x 40 meter), Eugen Maersk (398 x 56 meter).
http://www.oranga.com/pics2/s201010221247bb.jpg

3. MSC Melatilde.
http://www.oranga.com/pics2/s201010221405bb.jpg

4. One of the 8 sister ships that are world's largest container ships: Eugen Maersk.
http://www.oranga.com/pics2/s201010221400bb.jpg

5. ECT Euromax Terminal at the Yangztehaven: Hamburg Bridge (336 x 46 meter).
http://www.oranga.com/pics2/s201010221270bb.jpg

6. Maasvlakte 2: reclaimed land for port extension.
http://www.oranga.com/pics2/s201010221277bb.jpg

7.
http://www.oranga.com/pics2/s201010221287bb.jpg

8.
http://www.oranga.com/pics2/s201010221294bb.jpg

9.
http://www.oranga.com/pics2/s201010221323bb.jpg

10.
http://www.oranga.com/pics2/s201010221349bb.jpg

11.
http://www.oranga.com/pics2/s201010221373bb.jpg

12.
http://www.oranga.com/pics2/s201010221381bb.jpg

13.
http://www.oranga.com/pics2/s201010221385bb.jpg