*********** Port Of Rotterdam ***********

[Nemo]

Port Authority presents strategy for long-term development

“Coming 20 years marked by growth and transition”

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

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

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

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

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

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

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

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

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

link to article

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


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


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

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


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


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

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

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


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


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

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

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

[Nemo]

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

Originally Posted by Momo1435

1


2


3


4


5


6


7


8


9


10


11


12


13


14


15


16


17


18


19


20


21

[Nemo]

>>>> SCROLL >>>>

Picture by: Loodswezen Rotterdam Rijnmond

Link to website

[Nemo]

>>>> SCROLL >>>>


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

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

Source: Wiki Commons

[Patrick Highrise]

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

02-06-2011

1.


2.


3.


4.


5.


6.


7.


8.


9.


10.


11.


12.

[Nemo]

Website Maasvlakte II project


Picture Dick sellenraad, July 2011

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

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

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

Source: Nieuwsblad Transport, 15-04-2011


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

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

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

[pabali]

jaaa finito

[Nemo]

www.eic-mainport.nl

[Varjag]

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

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

[ChrisZwolle]

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

[keokiracer]

The harbour of Rotterdam is awesome
Click here for some pics made by MB90 on the Dutch Road forum (This is also why the texts under the pics are in Dutch). This is the route, the road already goes partially over the 2e Maasvlakte!

[Godius]

Summa in $1Bln Rotterdam Oil Terminal

21 October 2011
By Howard Amos and Anatoly Medetsky

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

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

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

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

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

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

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

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

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

[..]

Read more: http://www.themoscowtimes.com/busine...#ixzz1bOy9C0Nc
The Moscow Times

[Nemo]

Room for Cargill and Rubis

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

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

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

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

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

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

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

[Nemo]

Slight increase in throughput in Port of Rotterdam

12/29/2011 - Port of Rotterdam Authority ©

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

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

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

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

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

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

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

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

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

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

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

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

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

Enclosure: Cargo throughput in the Port of Rotterdam, January – December 2010 and 2011 (provisional)

More information
Facts and figures

Link to webpage and more links

[hhhhh]

Amazing city!
Amazing Port!
and Amazing Pics!

[brick84]

Traffic evolution in the last years in port of Rotterdam:



http://www.informare.it/news/gennews...ffico-2011.asp

[hhhhh]

National Geographic Megastructures Port Of Rotterdam


47 Minute video

http://www.youtube.com/watch?v=xDkwn...eature=related

[Nemo]

www.maasvlakte2.com - Aerial pic of January 2012.


www.schuttevaer.nl - Quai construction

[Nemo]

Largest bulk carrier ever to visit the Port of Rotterdam

01-02-2012

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

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

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

>>>> Youtube <<<<

www.photos.marinetraffic.com


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

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

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

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

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

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

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

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

Wiki-link


www.botlek.files.wordpress.com - The Vale docked at the EECV terminal in Rotterdam Europoort.

[rsrafael84]

Great posts!

I'd like to recommend B2Brazil.com. It's a global B2B marketplace promoting trade and transactions with Brazil.

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