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

[Nemo]

@MVL

See this one in Amsterdam
http://www.pietersbouwtechniek.nl/pr...tdetail&id=154

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

[Nemo]

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.

[Nemo]

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

[carfentanyl]

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

Rotterdam ech wel!

[dirkholtkamp]

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

[tommygunn]

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?

[Nemo]

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

[Nemo]

edit

[Nemo]

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

[EuroMaster]

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?

[Bond James Bond]

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

[Nemo]

@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.

[Nemo]

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

[hkskyline]

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.

[Nemo]

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

[Nemo]

edit

[hkskyline]

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.

[Nemo]

@HKSKYLINE

Thanks for the news!




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.

[Nemo]

[Nemo]

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