Amsterdam Seaports

Port of Amsterdam: CEO Dertje Meijer pleased with corporatisation

DFDS Seaways: Top year for IJmuiden-Newcastle ferry connection

2013/nr2

AMSTERDAMSEAPORTS

AMSTERDAMBEVERWIJK

IJMUIDENZAANSTAD

Logistics

Crucial for extra growth in Amsterdam port region

SEAPORTSSEAPORTSSEAPORTS

Andrew

Sticky Note

Can't you do something about this image - it looks silly with his jacket like this - he will not be pleased...

Amsterdam SeaportsAmsterdam Seaports

May 2013 3 www.amports.nl

Contents

Milestone for DFDS Seaways

‘Cooperation to strengthen Amsterdam Seaports and the Netherlands’

DFDS Seaways operates a daily service between IJmuiden, part of the Amsterdam port area, and Newcastle with two large cruise ferries. The company welcomed its hundred thousandth passenger this year after just three months, which was a record achievement.

The Port of Amsterdam became a corporation on 1 April 2013. Chief Executive Offi cer Dertje Meijer looks forward to a new era of growth, cooperation and promoting the Netherlands.

Special issue

Logistics

Cover photo: On 19 April 2013, Cargill Cocoa & Chocolate Netherlands, Katoen Natie Amsterdam and Ter Haak Intermodal Amsterdam jointly announced a new rail container shuttle for the delivery of cocoa beans from the Port of Amsterdam to the Cargill factory in Berlin. The shuttle departs once a week from Ter Haak’s USA Terminal for Berlin with more than 1,000 tons of cocoa loaded in dedicated bulk containers. From left to right the three initiators: Eugene Bleekemolen (Katoen Natie), Gijs Vorstman (Cargill) and Pieter Bas Bredius (Ter Haak Group). Photo: Reinder Weidijk

05 Opportunities in logistics

07 News in brief

09 News in brief

12 Paper specialists in the Amsterdam port region

16 Waterland Terminal brings tunnel boring machines home

18 ICT as the basis for logistic processes

20 e-SIS: Marketplace for coasters cargo

22 Amsterdam aims for extra container transportation over water

24 Broekman Group: Leader in logistic services

25 Amsterdam port region well-represented at Intermodal

26 Vlothaven Pier: A prime example of a modern port area

28 Opportunities for the Amsterdam port region as cluster for offshore wind energy

30 Superyacht builder from Zaandam among world leaders

Advertisers:

8 AYOP14 Broekman Group21 Forkliftcenter4 KVSA14 Oiltanking2 SGS32 Specialised Tanker Services (STS)6 VCK Logistics4 Waterland Terminal

Colophon: Publisher:Amsterdam Ports AssociationDe Ruijterkade 7,1013 AA AmsterdamThe NetherlandsTelephone + 31 20 627 37 06E-mail: [email protected]: www.amports.nl

Managing director: Laura KeegstraChief editor: Bart StamJunior editor: Samia DifAdvertisement: Chris van der Deijl

Translation: Writewell Amsterdam: Andrew Rogers, Akke Pinkster, Damir Avdic

Layout:FIZZ, Meppel (NL)Printed by:Ten Brink, Meppel (NL)


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Andrew

Sticky Note

coaster and

4 May 2013 Amsterdam Seaports

Waterland TerminalStevedore and Terminal operator

Westpoort 4181Elbaweg 10 - 1044 AD Amsterdam - The NetherlandsT +31 20 44 80 620 E [email protected] www.waterlandterminal.eu

In Europe’s largest All Weather Terminaltransferring vulnerable products like steel,timber, paper and even trains for the Olympicwintergames are no longer dependent onweather conditions.

Visit our updated website and request our brochure ormake an appointment for a visit. There's no obligation!

Will we staydry today?

Zeehavens Amsterdam treinstellen:Opmaak 1 25-04-2013 12:38 Pagina 2

The Felison Terminal is located in the port of IJmuiden. Convenient for Amsterdam and Schiphol International Airport, IJmuiden has excellent road and inland waterwayconnections. The Felison Terminal berths are located on the seaward side of the locks,and at the entrance of the Amsterdam North Sea Canal, Gateway to the Netherlands.

The Terminal has two specialist RO-RO berths:Quay No.2 is located in the Fishery Harbour at the south side of the Felison passenger terminal. Ships up to a length of 200 meters and of up to 6.5 metersdraught can dock at the ro-ro bridge.

Quay No.3 is located in the IJmond Harbour. This new facility has been specificallydesigned to ensure the rapid and efficient loading and unloading of sea-goingships. Vessels up to 240 meters in length and up to 10 meters draught can behandled at this berth.

Additional features of the Felison Terminal include:• 24 hour service, 365 days a year • A high-quality parking and storage area (18,000 m2)

equipped with closed-circuit TV security systems.• Dedicated and strengthened paved storage areas for high-grade

and heavy cargo• ISPS certified• Dedicated, qualified staff• High quality terminal equipment• Extensive covered and open storage is available on and adjacent

to the port area. Cold store capacity is also available in the port.

KVSA, owner and operatorThe Felison Terminal is owned and operated by KVSA (Royal United ShipAgencies). KVSA, founded in 1876, is one of The Netherlands’ leading service providers to the maritime industry. The word “Royal” was added to the company’s name in recognition of the quality of service provided to customers for more than 130 years.

The Felison Ro-Ro Terminal –Your Gateway to the Netherlands

You can find out more about us and the Felison Terminal at our website, www.felisonterminal.com. If you need any further information please contact us by phone, fax or e-mail.Phone: +31 255 545454 - Fax: +31 255 545426E-mail: [email protected] - Internet: www.felisonterminal.com


In early April, I visited the Intermodal trade exhibition in São Paulo (Brazil) as chairman of the Amports (Amsterdam Ports Association) promotional organisation. Intermodal is the largest annual logistics trade exhibition in South America, with around 450 exhibitors spread across some 30,000 square metres, including an increasing number of companies and authorities from the Amsterdam port region and other Dutch seaports. This year’s event attracted over 45,000 professional visitors, mainly from Brazil and neighbouring countries such as Argentina, Uruguay and Chile.

Intermodal is a fi ne example of the dynamic nature of Latin America in recent years. Countries such as Brazil, Colombia and Chile are experiencing growth fi gures of which Western Europe can only dream. Sustainable growth, however, requires a fully-fl edged infrastructure. This is why Brazil and its neighbours are rapidly modernising their airports and seaports as well as their hinterland connections. The thousands of kilometres of rivers, for example, offer a great opportunity for the development of inland shipping. This offers impressive opportunities for logistics companies from the Netherlands, whether in expertise, modern ICT systems or physical transport systems.

I was pleased to see that the Amsterdam port region is increasingly underlining its presence in this part of the world. Among the many other noteworthy participants, I would like to mention Business Telecom Solutions (BTS). This division of shipping agent KVSA, which processes cruise vessels in IJmuiden, developed the electronic loading system e-SIS and is aiming to distribute it internationally. I am convinced that there will be major interest

in these types of systems across Brazil and the rest of South America.

STRONG IN PAPERThis edition of Amsterdam Seaports is all about logistics; an extremely broad fi eld. Traditionally, the Amsterdam port region has been a strong player in the import, storage and transhipment of paper, for example, and there are many leading stevedores involved in other goods and cargo fl ows. Another example of this is the Waterland Terminal, a modern all-weather terminal that recently transported the tunnel boring machines for the new metro line in Amsterdam to the manufacturer in Germany. It involved a complex logistic project that is indicative of the authoritative and expert businesses located in the North Sea Canal area.

It may take some getting used to, but April marked the start of the corporatised Port of Amsterdam. As you may know, I have spent many years advocating this development and fi rmly believe it will help the Amsterdam port region continue to develop its logistics operations.

Michiel A. Wijsmuller, chairman Amports

Apri l 2013 1www.amports.nl

AMSTERDAMSEAPORTS

Multiwheels35 years of specialism in exceptional road transports

Q-BargeLego freighter for smaller waterways

2013/nr1

Manufacturing Industry

The beating heart of the Amsterdam port region

AMSTERDAMBEVERWIJK

IJMUIDENZAANSTAD


AMSTERDAM SEAPORTS Offi cial publication on behalf of the ports of Amsterdam, Beverwijk, IJmuiden and Zaandstad. Published four times a year in English by Amsterdam Ports Association (E-mail: [email protected] - www.amports.nl)

More about Amsterdam Ports Associat ion and i ts 300 members : www.amports .nl

Opportunities in logisticsOpportunities in logisticsOpportunities in logistics

Port of Amsterdam +31 20 58 77 877 - [email protected] of Rotterdam +31 10 494 37 77 - [email protected] Airport Schiphol +31 20 65 49 100 - [email protected]

www.vcklogistics.nl

Zeehavens A'dam mei 2009:Opmaak 1 05-11-2009 16:27 Pagina 1

New weekly cocoa train shuttle from the port of Amsterdam to BerlinAfter several months of extensive analysis, trials and testing of the supply chain, Cargill Cocoa & Chocolate Netherlands, Katoen Natie Amsterdam (KTN) and Ter Haak Intermodal Amsterdam (THI) implemented a new rail container shuttle from the port of Amsterdam to the city of Berlin on 19 April 2013. The shuttle departs from the USA Terminal for Berlin once a week with more than 1,000 tons of cocoa loaded in bulk containers. In cargo terms the amount of cocoa carried onboard is equivalent to fi fty trucks.

This new connection will allow Amsterdam to strengthen its storage and transhipment activities and reaffi rm its position as the world’s largest cocoa port. The Amsterdam supply chain concept encompasses the handling of cocoa beans on containers or mega bulk vessels via the USA Terminal, transhipment via the KTN warehouses for storage, and the loading of cocoa beans into dedicated containers on the weekly container rail shuttle.The concept was developed jointly by all three partners: Cargill buys the cocoa, which is delivered to the USA Terminal from West Africa by container ship, KTN is responsible for specialist storage, and THI is in charge of the logistics of transport to Germany, where Cargill processes the cocoa at its plant in Berlin.

“This unique and comprehensive supply design will allow Cargill to make the most of the synergies available from our strategic cocoa storage and handling position in the port of Amsterdam,” says Gijs Vorstman, Cargill’s Supply Chain Director for Cocoa. “At the same time it allows us to reduce CO2 emissions signifi cantly by using a green intermodal concept for the delivery of cocoa beans from West Africa to our Berlin plant.”

“We have used the experience and know-how for bulk cocoa handling accumulated over many years,” comments Eugene Bleekemolen, Managing Director at Katoen Natie. “The project is very important for the port of Amsterdam, too, strengthening its position as the largest cocoa port in the world.”

Pieter Bas Bredius, Chief Business Development Offi cer at Ter Haak Group adds: “The concept we developed needed to be green, fast, reliable and cost-effi cient, as well as taking into account any potential risk of interruption. We used as much tried and tested technology as possible, and adjusted it wherever necessary to make the total concept workable.”

New Director for Vopak

Tank storage company Vopak appointed Manon Bloemer (45) as managing director of the Vopak Terminals North Netherlands division on 1 April 2013. In addition to the facility in the Africa Harbour in Amsterdam (with a capacity of 1.2 million m³), this division also comprises the terminal in Groningen Seaports.

Bloemer worked for thirteen years at Unilever before joining Vopak seven years ago, the last two of which she has served as Global Account Director at the company’s head offi ce.

Sustainable patrol boats for Port of Amsterdam

On 18 April 2013, the Port of Amsterdam took two new sustainable patrol vessels into service. PA1/Castor and PA5/Pollux from the Dutch shipbuilder Damen Shipyards feature environmentally friendly diesel engines and can store spent liquids on board. Amsterdam harbour master Janine van Oosten and CEO of Port of Amsterdam NV Dertje Meijer chris-tened the two vessels.

Cruise specialist Boelen says goodbye

On 1 April 2013, Mannes Boelen (66) took his lea-ve after nearly 12.5 years as commercial manager of Port of Amsterdam. In addition to breakbulk cargo, containers and logistics, he had worked in-tensively on the promotion of cruises in Amster-dam and IJmuiden in the Netherlands and abroad since 2006. On 9 April Boelen said goodbye to colleagues and business associates at a crowded reception in the Passenger Terminal Amsterdam (PTA)

N E W S I N B R I E F

MORE ABOUT AMSTERDAM PORTS ASSOCIATION AND ITS 300 MEMBERS WWW.AMPORTS.NL


Port of Amsterdam +31 20 58 77 877 - [email protected] of Rotterdam +31 10 494 37 77 - [email protected] Airport Schiphol +31 20 65 49 100 - [email protected]

www.vcklogistics.nl

Zeehavens A'dam mei 2009:Opmaak 1 05-11-2009 16:27 Pagina 1

The two new Port of Amsterdam patrol vessels. Photo: Evert BruinekoolThe two new Port of Amsterdam patrol vessels. Photo: Evert BruinekoolThe two new Port of Amsterdam patrol vessels. Photo: Evert Bruinekool

Mannes Boelen at his farewell event. Photo: Alma Droog

Kick off for the weekly rail shuttle service at Ter Haak’s USA Terminal. Photo: Reinder WeidijkKick off for the weekly rail shuttle service at Ter Haak’s USA Terminal. Photo: Reinder WeidijkKick off for the weekly rail shuttle service at Ter Haak’s USA Terminal. Photo: Reinder WeidijkKick off for the weekly rail shuttle service at Ter Haak’s USA Terminal. Photo: Reinder WeidijkKick off for the weekly rail shuttle service at Ter Haak’s USA Terminal. Photo: Reinder WeidijkKick off for the weekly rail shuttle service at Ter Haak’s USA Terminal. Photo: Reinder Weidijk

Mannes Boelen at his farewell event. Photo: Alma DroogMannes Boelen at his farewell event. Photo: Alma DroogMannes Boelen at his farewell event. Photo: Alma DroogMannes Boelen at his farewell event. Photo: Alma DroogMannes Boelen at his farewell event. Photo: Alma Droog

Andrew

Sticky Note

Don't use word breaks - they are wrong

Our partners are ready to be of service in the following disciplines:• Base Facilities (office,

warehouses, open yard)• Construction, Engineering• Decommissioning• Design, Development• General Services• Maintenance and

Repair• Offshore Wind Power• Port Related Services• Regional Authorities• Transport, Logistics & Supply

WWW.AYOP.com

AmsterdAm IJmuIden OffshOre POrtCOntACt detAIls • [email protected]

Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • Container Company Amsterdam BV • De Vries & Van de Wiel • De Vries & van de Wiel Kust en Oeverwerken BV • EPMC Europe • Gemeente Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Grontmij Nederland BV • Gulf Oil Nederland BV • IRO • Iskes Towage & Salvage • Isolatie Combinatie Beverwijk BV • KVSA BV • Mammoet Nederland BV • MEO BV • MNO Vervat BV • MSCY Vastgoed BV • Oliehandel K. de Boer BV • Peterson SBS IJmuiden BV • Port of Amsterdam • Provincie Noord-Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Industry Noordwest • Stadsdeel Amsterdam Noord • Svitzer Amsterdam BV • Tata Steel IJmuiden BV • Wesco IJmuiden Apparatenbouw BV • Willis BV • Zebra Maritime BV • Zeehaven IJmuiden NV

Alliance of port & offshore related industries and regional authorities

Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • Container Company Amsterdam BV • De Vries & Van de Wiel • De Vries & van de Wiel Kust en Container Company Amsterdam BV • De Vries & Van de Wiel • De Vries & van de Wiel Kust en Container Company Amsterdam BV • De Vries & Van de Wiel • De Vries & van de Wiel Kust en Container Company Amsterdam BV • De Vries & Van de Wiel • De Vries & van de Wiel Kust en Oeverwerken BV • EPMC Europe • Gemeente Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Oeverwerken BV • EPMC Europe • Gemeente Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Oeverwerken BV • EPMC Europe • Gemeente Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Oeverwerken BV • EPMC Europe • Gemeente Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Oeverwerken BV • EPMC Europe • Gemeente Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Grontmij Nederland BV • Gulf Oil Nederland BV • IRO • Iskes Towage & Salvage • Isolatie Combinatie Grontmij Nederland BV • Gulf Oil Nederland BV • IRO • Iskes Towage & Salvage • Isolatie Combinatie Grontmij Nederland BV • Gulf Oil Nederland BV • IRO • Iskes Towage & Salvage • Isolatie Combinatie Grontmij Nederland BV • Gulf Oil Nederland BV • IRO • Iskes Towage & Salvage • Isolatie Combinatie Grontmij Nederland BV • Gulf Oil Nederland BV • IRO • Iskes Towage & Salvage • Isolatie Combinatie Beverwijk BV • KVSA BV • Mammoet Nederland BV • MEO BV • MNO Vervat BV • MSCY Vastgoed Beverwijk BV • KVSA BV • Mammoet Nederland BV • MEO BV • MNO Vervat BV • MSCY Vastgoed Beverwijk BV • KVSA BV • Mammoet Nederland BV • MEO BV • MNO Vervat BV • MSCY Vastgoed BV • Oliehandel K. de Boer BV • Peterson SBS IJmuiden BV • Port of Amsterdam • Provincie Noord-BV • Oliehandel K. de Boer BV • Peterson SBS IJmuiden BV • Port of Amsterdam • Provincie Noord-Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Holland • Reym BV • Royal Haskoning DHV • Schot Verticaal Transport BV • Shipdock BV • SPIE Industry Noordwest • Stadsdeel Amsterdam Noord • Svitzer Amsterdam BV • Tata Steel IJmuiden BV Industry Noordwest • Stadsdeel Amsterdam Noord • Svitzer Amsterdam BV • Tata Steel IJmuiden BV Industry Noordwest • Stadsdeel Amsterdam Noord • Svitzer Amsterdam BV • Tata Steel IJmuiden BV • Wesco IJmuiden Apparatenbouw BV • Willis BV • Zebra Maritime BV • Zeehaven IJmuiden NV• Wesco IJmuiden Apparatenbouw BV • Willis BV • Zebra Maritime BV • Zeehaven IJmuiden NV

Amsterdam IJmuiden Offshore Port, Serving up offshore energy solutions.Amsterdam IJmuiden Offshore Port,

Serving up offshore energy solutions.

Our partners are ready to be of service in the following disciplines:• Base Facilities (office,

warehouses, open yard)• Construction, Engineering• Decommissioning• Design, Development• General Services• Maintenance and

Repair• Offshore Wind Power• Port Related Services• Regional Authorities• Transport, Logistics & Supply

WWW.AYOP.com

AmsterdAm IJmuIden OffshOre POrtCOntACt detAIls • [email protected]

Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP

Alliance of port & offshore related industries and regional authorities

Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP Airborne Composite Tubulars • Amports • AON Nederland BV • ASCO Holland (Logistics) BV • AYOP • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central Mudplant & Fluid Serv. • • Ballast Nedam Infra Noord West BV • Boon Transport BV • CMF Central 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Amsterdam port region at TransRussia in MoscowThe Amsterdam port region was recently represented at the TransRussia exhibition, held from 23-26 April in Moscow. This is the largest logistics trade fair in the region and an important meeting place for ports, logistics service providers and shipping companies from Russia, the Baltic States and Scandinavia.

Alongside the Port of Amsterdam, the port companies VCK Logistics, Waterland Terminal and Forkliftcenter were also exhibiting. The Amsterdam port region shared a stand with Groningen and Zeeland Seaports, under the banner of HollandPorts.

Russia and the Baltic states are interesting markets for the Amsterdam port region says Michael van Toledo, logistics cluster manager at the Port of Amsterdam. “A considerable portion of the revenue gained from Amsterdam stevedores’ short-sea loading activities arrives at our port region via Russia and the Baltic states. This includes forest products (pulp, wood and paper) and ferrous and non-ferrous metals. The Port of Amsterdam also plays an important role in the oil & gas sector in this part of the world.”

New North Sea shipping routes by 1 August 2013Shipping routes in the Dutch section of the North Sea are set to change radically on 1 August 2013. A number of Traffi c Separation Schemes (TSS) will be revised. On the approaches to IJmuiden, part of Amsterdam Seaports, a new TSS will be introduced. New mooring areas will also be established, while others will be changed. In addition, former munitions dumps will be classifi ed as ‘areas to be avoided’.

The North Sea is one of the world’s busiest shipping regions. Adjustments to the routing system are essential to maintain the future safety of shipping, improve access to Dutch seaports and allocate marine space more effi ciently.

On 30 and 31 July and 1 August numerous buoys will be moved. Before and during the operation, marine traffi c will be kept closely informed through Notices to Mariners and live navigation messages.

New Coen tunnel opened

On Thursday 16 May, Melanie Schultz van Haegen, the Dutch Minister for Infrastructure and Environment, offi cially opened Amsterdam’s Second Coen tunnel beneath the North Sea Canal and a new section of the Westrandweg (A5) motorway. Both projects improve the Port of Amsterdam’s accessibility.

The opening of the new road tunnel coincides with the closing of the existing Coen tunnel for one year for renovation and maintenance. In 2014 both tunnels will be open to motorists.

Biodiesel-powered tug

On Friday 19 April the Amsterdam maritime company Blom BV introduced its new tugboat Karel into service. The unusual thing about this craft, which is named after the company’s former owner/director Karel Blom, is that it runs on environmentally friendly biodiesel. The tugboat- and barge-rental company designed the new vessel for towing and transport work on canals, as well as in Amsterdam port. Examples include the loading and offl oading of various building materials. A shipyard in the North of the Netherlands undertook the construction of the nine-metre-long and 3.5-metre-wide tug.

N E W S I N B R I E F

Busy shipping routes in the North Sea

MORE ABOUT AMSTERDAM PORTS ASSOCIATION AND ITS 300 MEMBERS WWW.AMPORTS.NL


The new tugboat Karel. Photo: Chris van der Deijl

Aerial photo of the Second Coen tunnel and the Westrandweg motorwayAerial photo of the Second Coen tunnel and the Westrandweg motorwayAerial photo of the Second Coen tunnel and the Westrandweg motorwayAerial photo of the Second Coen tunnel and the Aerial photo of the Second Coen tunnel and the Aerial photo of the Second Coen tunnel and the Aerial photo of the Second Coen tunnel and the Aerial photo of the Second Coen tunnel and the Aerial photo of the Second Coen tunnel and the Aerial photo of the Second Coen tunnel and the Westrandweg motorwayWestrandweg motorwayWestrandweg motorwayWestrandweg motorwayWestrandweg motorwayWestrandweg motorwayWestrandweg motorwayAerial photo of the Second Coen tunnel and the Westrandweg motorway

Andrew

Sticky Note

at start of August

I N T E R V I E W

Amsterdam Seaports10 May 2013

By Berber Paarlberg

Why was the Port of Amsterdam corporatised?Meijer: “An important part of our new strategy is to develop into a regional port authority. This means having more shareholders than the City of Amsterdam alone, such as the municipalities along the North Sea Canal and the province of North Holland (in which Amsterdam is situated, ed.). We also want to be more decisive and effi cient towards our clients.”

What are your ambitions regarding growth?

“It is expected that the ports in the Rhine

Delta, Amsterdam, Antwerp and Rotterdam must continue to grow

to meet the market demand. Our aim is to reach 125 million tons of transhipment in our existing fi elds by 2026, which is why we need the new sea locks in IJmuiden. More growth also requires additional port areas, which would account for 140 million tons behind the locks complex a year.

“We also want to look into conducting less location-specifi c business with our clients; for example at sites outside the city of Amsterdam or in other countries.”

How will the City of Amsterdam maintain its hold on the port?“As shareholder, the city council will determine the strategic vision, approve annual reports and so on. It will also continue to be responsible for structural visions, zoning plans in the port area and various licenses.

“There will still be a port alderman with whom we’ll be in close contact. Via the port director we have a direct line to the mayor on safety issues. We will also continue to inform the city council and the people of Amsterdam and invite them to the port.”

In what ways will the corporatisation affect clients?“All current agreements stand. Clients will mainly notice our ability to address their wishes and demands with even greater accuracy. We’ll also increase cooperation and examine new ways of helping one another. This is why we like to call ourselves a Port of Partnerships.”

What else does that entail?“Cooperation will further strengthen the international competitive position of the entire port area as well as the Netherlands. Although there is limited space, the information and communication technology (ICT) sector has experienced major developments, allowing us to share information much more easily. A good

CEO Dertje Meijer pleased with corporatisation of Port of Amsterdam

‘Cooperation to strengthen Amsterdam Seaports and the Netherlands’

“It is expected that the ports in the Rhine

Delta, Amsterdam, Antwerp and Rotterdam must continue to grow

CORPORATISATION VERSUS PRIVATISATION

The City of Amsterdam is a 100% shareholder in the new public limited company Port of Amsterdam. Privatisation means that the shares are owned by private parties, which is not the case for the Amsterdam port.After three years, other parties besides the Amsterdam City Council can become part of the port. This is limited to governmental bodies or companies owned by governments. The City of Amsterdam must always grant approval for new shareholders to join.Dertje Meijer, Port of Amsterdam’s CEO

The Port of Amsterdam became a corporation on 1 April 2013. Chief Executive Offi cer Dertje Meijer looks forward to a new era of

growth, cooperation and promoting the Netherlands.

P

Dertje Meijer, Port of Amsterdam’s CEO

I N T E R V I E W


example is the joint Port Community System with the Port of Rotterdam for all logistic data. By joining forces, the investments for either party are much lower, while clients benefi t from having to use only a single system. We are also looking into whether we can link it to the Cargonaut system of Amsterdam Schiphol Airport, and recently signed a covenant for establishing a neutral logistic system for the Netherlands as a whole. That to me is the essence of cooperation.

“A recent example in the Amsterdam port region is the collaboration between the cruise terminals in IJmuiden and Amsterdam. They used to be competitors but now the two ports work closely together. There are no price agreements, but they market themselves as a single brand with one logo.

“There is also international interest in cooperation, for example from Ghana, Morocco, South Africa, India and Brazil. We try to look at the locations of our clients and see where we can support them abroad. We were also the world’s fi rst port with an app. Although this does not bring in any money it helps improve our services, giving agents mobile access to information on when vessels arrive.”

How does being a corporation enhance cooperation? “Amsterdam City Council is involved in thousands of things at once, each with their own priority. To be clear: While the council is absolutely port-minded, its busy schedule can occasionally stand in the way of decisiveness and effi ciency. New developments that required major investments in particular took a long while. We deal with global players and business directors/owners who speak a different language than the councillors and are often quick decision-makers.”

Will cooperating with other seaports mean less competition?“No. The Rhine delta is an area in which we cooperate and sometimes compete. The real competition is among the clients. Cooperation means ensuring that the Netherlands is an interesting country in which to invest. This means organising effi cient hinterland transport, cooperating with Customs, and aligning ICT systems, so that clients only have to log into one system when they enter the Netherlands. This results in fewer bills of lading and less paperwork. Once the clients are in the Netherlands, the competition is back on. But fi rst we have to get them here.”

Can the Port of Amsterdam realise its goals related to sustainability, corporate social responsibility (CSR) and innovation now that profi tability has become an issue?“I’d like to say: Even more so. People only invest in sustainability if it generates profi t. An increasing number of goods fl ows are coming into the Netherlands and they cannot all be transported over the roads. So the aim is to transport more goods to the hinterland by water. Ports can play a major role in this regard. We are currently a large energy port, but what will we be in thirty years? We can be involved in infl uencing these developments over the full range of markets active in the port. And we hope to play an innovative role.”

What do you believe is the biggest difference between working for a part of the City of Amsterdam and directing a corporatised port authority?“The corporatisation of the Port of Amsterdam and the new sea locks in IJmuiden have taken up a lot of my time. Now the fi rst major decision on the sea locks has been made, and the Port of Amsterdam has become a corporation, I will have more time to focus on the port and its clients: What do we want for the future?”

www.portofamsterdam.nl

Dertje Meijer (left) and Dutch Minister Melanie Schultz van Haegen sign the port’s corporatisation agreement on 21 March in Amsterdam. Photo: Max DijksterhuisDertje Meijer (left) and Dutch Minister Melanie Schultz van Haegen sign the port’s corporatisation agreement on 21 March in Amsterdam. Photo: Max DijksterhuisDertje Meijer (left) and Dutch Minister Melanie Schultz van Haegen sign the port’s corporatisation agreement on 21 March in Amsterdam. Photo: Max Dijksterhuis


By Rob Schoemaker

Between the economic downturn and the rise of the computer tablet, the international trade association CEPI (Confederation of European Paper Industries) has estimated that the European market for graphic paper may shrink by forty to fi fty percent by 2020 compared to 2007.

The extent of the toll taken by the displacement of paper by the computer screen and a declining circulation of

increasingly thin magazines is still unknown. As long as the paper industry hasn’t found a new balance between production and sales, overcapacity will result in signifi cant price pressure, with paper manufacturers not always passing on rising commodity and energy prices.

“This price pressure affects the entire chain,” says Dorothy Winters, commercial manager for break bulk cargo at Port of Amsterdam. “Major producers are asking more from their logistics providers in terms of effi ciency and sustainability, which have been hot items in the industry for decades. Historically, service providers in the Amsterdam port region are fl exible and willing to invest, listen carefully to the needs of their customers, and spontaneously propose ways to make logistics more effective. For instance, Sea-Cargo recently brought in a major cargo package together with VCK by taking over comprehensive logistics management for a Norwegian paper plant.”

CELLULOSE VIA WATERLAND TERMINALIn paper logistics, the Amsterdam port region has many aces up its sleeve. To begin with, Amsterdam is conveniently located with respect to the home ports of the main Swedish, Norwegian and Finnish producers, which, due to limited

High-quality industry on the North Sea Canal

aking the right delivery on time, without any damage.” This is how

Jeroen Brauns, general manager of VCK, summarises what – in addition to sustainability – paper logistics is all about. The Amsterdam terminals are standing fi rm in this highly competitive and shrinking niche market.

“M

Schematic representation of paper production. Source: Crown Van Gelder (CVG)

A shipment of cellulose ready for transport by freight train at the shipping departement of the Waterland Terminal. Photo: Dick van den Berg

Paper specialists in the Amsterdam port regionPaper specialists in the Amsterdam port regionPaper specialists in the Amsterdam port region

L O G I S T I C S

A shipment of cellulose ready for transport by freight train at the shipping departement of the Waterland Terminal. Photo: Dick van den BergA shipment of cellulose ready for transport by freight train at the shipping departement of the Waterland Terminal. Photo: Dick van den Berg


draft, can only be reached by relatively small vessels. Moreover, Amsterdam has excellent connections to the European hinterland.

But perhaps the most important thing is the quality of the service providers and their facilities in Amsterdam. Things can, after all, easily go wrong with paper, as the product is sensitive to damage, especially from moisture. The modern all-weather Waterland Terminal, where around 325,000 tons of cellulose (a raw material for paper) and 125,000 tons of packaging and newsprint paper arrive every year, has a unique design thanks to a covered (i.e. dry) transhipment area able to simultaneously accommodate three vessels. The terminal has also invested in special vacuum clamps, thanks to which the company can guarantee damage-free movement of paper reels. “Our facilities are a powerful selling point with our clients, the paper producers,” underlines managing director Rene Finson. “The risk of damage is minimal.”

THREE TIMES AROUND THE EARTHAnd speaking of selling points: The integrated distribution services that VCK offers to paper producers at the Scandia Terminal are a huge plus. “What we sell is the delivery of the right paper on time and without damage,” general manager Jeroen Brauns of VCK says. “This is why our investments have included dedicated paper halls, intelligent paper clips and a state-of-the-art ERP (Enterprise Resource Planning, ed.) system.

“We receive paper via all modes of transport and fi rst store it. We then deliver it to end-users, such as printers, as instructed by the paper manufacturers. We have the last look at the product before delivery, on behalf of the owner. Thanks to EDI (Electronic Data Interchange), we are fully integrated into the systems of the paper manufacturers for whom we work, which includes all major European producers. If you unravelled the reels that we get in every week, you could wrap them around the world two or three times.”

Half of the reels remain in the Netherlands. A good example of a client is the printing works of De Telegraaf, the largest newspaper in the Netherlands. Every

day the supplier and client agree on the type and weight of the paper, the length of the reels and the volume to be delivered to the nearby printing works.

DOOR-TO-DOORSea-Cargo is increasingly developing into a door-to-door logistics service, general manager Hans van Velthoven explains. “We operate in a struggling niche market. This means we need to listen carefully to what our clients want. Amsterdam is the perfect port for this, thanks to the space, fl exibility, great price-quality ratio and excellent service mentality available here.”

In January 2013, Sea-Cargo proposed that paper manufacturer Norske Skog take over all its logistics from the mill in Norway to continental Europe and the UK. “This actually represents a break in the trend, as paper producers traditionally take care of logistics themselves,” Van Velthoven says. “For the port of Amsterdam, this means an additional shipment package of 100,000 tons going to VCK. The reels are unloaded from special sideport vessels, stored, transferred to containers, and then transported by barge to Rotterdam and Antwerp for further transport over sea.”

According to Van Velthoven, the paper industry is sensitive to the upcoming

L O G I S T I C S

Storage of paper reels in VCK’s facilities at the Scandia Terminal. Photo: VCK

14 May 2013 Amsterdam Seaports

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labels and packaging paper. The pulp originates in Scandinavia, Spain and North and South America and arrives through the ports of Amsterdam, Rotterdam and Antwerp as break bulk cargo. Some of the raw material is subsequently taken via barges to the port of Beverwijk, part of Amsterdam Seaports, to fi nally arrive at the paper mill by lorry.The majority of sales is to customers in Europe, and mostly delivered by trucks. For customers outside Europe, the company mainly ships goods via containers. Crown Van Gelder arranges shipments to customers via the regional logistics service provider IFO in Zaandam, north of Amsterdam, which organises the transport by truck. CVG produces approximately a hundred different types of paper to order.

“We are also facing challenges from the downturn in the printing industry,” supply chain manager Gea ten Hoeve says. “But this is compensated by focusing on lucrative niche markets such as the production of inkjet paper reels. This is consistent with the development of high-speed inkjet printers which can now compete with offset in larger volumes, allowing for printing-on-demand. In other words, it is becoming possible to personalise printing.”

www.vck.nlwww.waterlandterminal.nlwww.sea-cargo.no/amsterdam.aspwww.cvg.nl

fl eet expansion by Sea-Cargo, which is acquiring two multi-purpose vessels capable of sailing on LNG (liquefi ed natural gas). These environmentally friendly engines emit twenty percent less CO2, ninety percent less NOX, and very few fi ne particles and sulphur compared to conventional diesel boats.

HUNDRED TYPES OF PAPERThere is also a paper mill, Crown Van Gelder (CVG), within the North Sea Canal area. CVG produces 220,000 tons of paper annually, exclusively from virgin pulp and fi llers. Crown Van Gelder focuses on large users and only delivers reels of paper to clients.

In addition to graphic applications, sales consist increasingly of niche products with good future prospects, such as paper for digital printing applications and

The modern production hall of Crown Van Gelder in Velsen-North. Photo: Crown Van Gelder

L O G I S T I C S

By Samia Dif

The last of four tunnel boring machines fi nished its drilling activities for the new metro line in Amsterdam in December 2012. The four machines started boring tunnels in March 2010 to connect Amsterdam North to the city centre and the international convention and conference centre Amsterdam RAI in south of the city.

Dutch transport company Mammoet transported the 83-metre, 870,000 kilo machines in segments from

Amsterdam city centre to the Waterland Terminal on six trailers. The onward transport departed from the modern all-weather terminal in the Amsterdam port on the inland vessel Mission on 12 March. The trip to the manufacturer Herrenknecht in southern Germany on the Rhine River took three days. The new metro line in Amsterdam will be opened in October 2017. Photos: Reinder Weidijk

www.waterlandterminal.nl

Waterland Terminal brings tunnel boring machines home

L O G I S T I C S





L O G I S T I C S




By Cees Visser

ICT, short for information and communication technology, includes the development and management of (computer) systems, networks, databanks, software and websites. Within the framework of port logistics, ICT improves the logistical concept and the trajectory from production, transport and stock management to distribution to the clients. In essence, ICT brings the sphere of activity to the computer screens of all logistic players in the port region. From such a perspective it seems almost impossible that the port used to function without ICT.

LANDLORDSomeone who is extremely familiar with the ICT processes in the port is Koen Overtoom. Following a spell as Commercial Director, Overtoom is now Chief Operations Offi cer (COO) at the newly corporatised Port of Amsterdam. As such he is responsible for commercial affairs, infrastructure and nautical issues.

Overtoom is fascinated by the commercial logistics of the port, which used to serve as a landlord of sorts. “We made money by issuing land and collecting seaport duties. In ‘exchange’ we developed a nautical i n f r a s t r u c t u r e which is used by private businesses. But for the past fi fteen years our role has been changing due to gradual scale increases. We increasingly act as a chain director for logistic processes.”

Scale increases occur on the sea level (the frequencies and size of vessels, cargo volumes and number of waiting locations) and on shore. Overtoom: “Everything has to grow and expand to prevent bottlenecks: From train stations to work quays and from transport modalities to airports.”

“A port authority has to arrange many things as we are part of the hinterland, the access to the Amsterdam-Rotterdam-Antwerp

delta,” he continues. “Basically, scale increases have led to more activities than selling land alone. Should the port authority be unable to facilitate the storage and transhipment of goods, fewer vessels would head for Amsterdam. Rail transport is an extremely important facility, for example; which is why the Port of Amsterdam and the Port of Rotterdam have become

joint shareholders in Keyrail (the operator of the modern goods transport railway to the German hinterland, ed.). These aspects

are not limited to our immediate surroundings. In addition to the Amsterdam port itself, we also focus on large parts of

the Netherlands, Germany and other countries in the European hinterland.”

The point Overtoom is trying to make is that ICT is indispensable for ensuring smooth growth. “It requires having accurate information, such as a system that helps bring vessels to their destination in a fast and safe manner. To optimise our products we need a plethora of data, and ICT provides this information.”

PORT COMMUNITY SYSTEMAsked which ICT applications are essential to the logistic processes in the (Amsterdam) port and Overtoom fi rst names the Port Community System (Portbase). This brings all reports on visits by seagoing vessels together in a system used by both the Port of Amsterdam and the Rotterdam

port. Portbase also provides insight into transport modes and goods fl ows, including Customs status,

details and the arrival times of shipments.

The platform already provides a wealth of government reports, including notifi cations to port authorities, Dutch Customs and the Dutch Food and Consumer Product Safety Authority (VWA). It also comprises services for communication between companies by giving access to information already stored in Portbase. The data is focused on communication between stevedores and

ogistics would be far less effi cient without ICT, and no modern port can operate without a smooth goods fl ow. For Koen Overtoom, Chief

Operations Offi cer of the Port of Amsterdam, ICT plays a crucial role in the logistic processes of the Amsterdam port region.

L

ICT as the basis for logistic processes

logistic players in the port region. From such a perspective it seems almost impossible that the port used to function without ICT.

LANDLORDSomeone who is extremely familiar with the ICT processes in the port is Koen Overtoom. Following a spell as Commercial Director, Overtoom is now Chief Operations Offi cer (COO) at the newly corporatised Port of Amsterdam. As such he is responsible for commercial affairs, infrastructure and nautical issues.

Overtoom is fascinated by the commercial logistics of the port, which used to serve as a landlord of sorts. “We made money by issuing land and collecting seaport duties. In ‘exchange’ we developed a nautical i n f r a s t r u c t u r e which is used by private businesses. But for the past fi fteen years our role has been changing due to gradual scale increases. We increasingly act as a chain director for logistic processes.”

“A port authority has to arrange many things as we are part of the hinterland, the access to the Amsterdam-Rotterdam-Antwerp

delta,” he continues. “Basically, scale increases have led to more activities than selling land alone. Should the port authority be unable to facilitate the storage and transhipment of goods, fewer vessels would head for Amsterdam. Rail transport is an extremely important facility, for example; which is why the Port of Amsterdam and the Port of Rotterdam have become

joint shareholders in Keyrail (the operator of the modern goods transport railway to the German hinterland, ed.). These aspects

are not limited to our immediate surroundings. In addition to the Amsterdam port itself, we also focus on large parts of

the Netherlands, Germany and other countries in the European hinterland.”

The point Overtoom is trying to make is that ICT is indispensable for ensuring smooth growth. “It requires having accurate information, such as a system that helps bring vessels to their destination in a fast and safe manner. To optimise our products we need a plethora of data, and ICT provides this information.”

PORT COMMUNITY SYSTEMAsked which ICT applications are essential to the logistic processes in the (Amsterdam) port and Overtoom fi rst names the Port Community System (Portbase). This brings all reports on visits by seagoing vessels together in a system used by both the Port of Amsterdam and the Rotterdam

port. Portbase also provides insight into transport modes and goods fl ows, including Customs status,

details and the arrival times of shipments.

The platform already provides a wealth of government reports, including notifi cations to port authorities, Dutch Customs and the Dutch Food and Consumer Product Safety Authority (VWA). It also comprises services for communication between companies by giving access to information already stored in Portbase. The data is focused on communication between stevedores and

Koen Overtoom, Chief Operations Offi cer of the Port of Amsterdam. Photo: Port of Amsterdam

L O G I S T I C S


terminals, shipping and transhipment companies (including loading lists, and other (un)loading information).

Portbase also supports communication between hinterland carriers, terminals and clients regarding issues such as transport commissions and advance notifi cations of modality and cargo by road transport companies, inland shipping and railway operators.

SHORE RADARAnother important issue according to Koen Overtoom is the development of the shore radar system for the North Sea Canal, on which the four seaports (Amsterdam, IJmuiden, Beverwijk and Zaanstad) are situated. The system constantly shows an up-to-date insight into the shipping traffi c, and aims to ensure safe traffi c surveillance in all conditions.

And last but not least, he lists HaMIS, a port management information system focused on the administration, surveillance and inspections of visiting vessels by the port master of Amsterdam and Rotterdam. The growth of the ports has increased the demands on information exchange, and, according to Overtoom, HaMIS contributes to the harmonisation of the port processes in the two Dutch seaports.

CLEAR AGREEMENTS“We want to continue to intensify, which means storing and transhipping more tons of cargo at the existing site,” says the Board member of the Port of Amsterdam. “Once space becomes scarcer, it is increasingly important to make clear agreements. If trains don’t depart on time and vessels arrive late (which is a risk in the long term), we’ll have to fi nd a solution. ICT allows us to develop new logistic models.”

It may take a while before all parties involved realise this necessity, says Overtoom. “As a port we may say we have a good logistic system, but if it isn’t properly communicated to the stakeholders, no one will want to be part of it. We have to bring in our own people and provide proper guidance, with communication being an essential aspect.”

THE IMPORTANCE OF TRANSPARENCYOvertoom also identifi es another possible bump in the road. “In an ideal world there is transparency, but transparency comes with various points of interest. The information in the systems should be treated with great care, and be properly protected; for instance in view of competitors. There are companies that are hesitant about releasing information - as ICT works best when it comes with complete transparency we sit round the table to fi nd a solution.”

“The biggest challenge is to utilise ICT in such a way that every logistic stakeholder understands the added value,” concludes Overtoom. “And eventually we want to develop even more robust and durable logistic processes.”


Schematic representation of the Service Selector by Portbase, the joint Port Community System of the ports of Amsterdam and Rotterdam. Source: Portbase

Day 5 Day 4 Day 3 Day 2 Day 1

Day 5 Day 4 Day 3 Day 2 Day 1

Vessel call Import cargo management Organization of hinterland transport

Vessel call Export cargo management Organization of hinterland transport

Arrival Port Terminal handling Hinterland transport Arrival importer, exporter After arrival

Before departureDeparture importer, exporterHinterland transportTerminal handlingDeparture Port

Port

1 9

5

12

7

2

4

15

32

19 25

28

31

33

2313

29

30

34

24

2

3

6171020

11 1816

8

3

21 22 26

22 27

25

26

2714

24

35

L O G I S T I C S


By Cees Visser

Brian van der Wiele is sales executive at BTS (Business Telecom Solutions) and involved in the sale of e-SIS memberships and maintaining client relations. The closed communication network developed by BTS is focused on shipping companies and brokers, and exchanges commercial information on the chartering of dry and bulk goods such as coal, scrap and grain.

At the KVSA offi ces in IJmuiden, part of the Amsterdam port region, Van der Wiele provides detailed information about the system. “It serves as an online marketplace for the owners of vessels and cargo. In the 1970s we worked with shipment lists via telex since when the system has developed via an environment with an e-mail function into (in 2013) a connection with a website, including a search engine.”

HANDYSIZE SHIPPINGe-SIS is not entirely new having been around in its current form since 2003. Van der Wiele explains that the network now has over one thousand members and ranges from the Mediterranean, Black and Baltic seas to West Africa, and North, Central and South America. In the Netherlands, e-SIS has around seventy members, including shipping companies such as Spliethoff, Amons & Co and Nebam. If owners of a vessel or cargo have or need space, they can report it via e-SIS and come into contact with interested parties.

Access to e-SIS is simple: Users only require an internet connection and an e-mail account. Van der Wiele: “The network is mainly relevant to companies in coastal or handysize shipping, which means vessels from 500 to 45,000 tons.”

600 MESSAGES A DAYTo further clarify matters, Van der Wiele opens a message in his notebook that exemplifi es the approximately 600 messages passing through the network on a daily basis. The specifi c message was sent by a vessel owner, and in addition to contact details it provides information about the position of the vessel, including the year in which it was built, the vessel type, capacity and ice class. It also offers information about where and when the vessel is available.

Just a few mouse clicks later, Van der Wiele shows a request from a cargo owner: The type and size of cargo, and the required destination port. It is remarkable how fast the information circulates and it is accurate to the minute. Van der Wiele remarks that the chartering of dry bulk goods is a market in which it is essential to quickly anticipate information on cargo or vessel positions.

PERSONAL PREFERENCESMembers can also request a customised e-SIS. Van der Wiele: “Larger brokers or shipping companies easily receive around 2,000 to 3,000 e-mails a day with

information on when and where vessels offer their cargo. This is diffi cult to manage, which is why we developed ‘My e-SIS’. This fi ltering system for the mailbox has the same functionalities as the standard e-SIS. It also allows companies to perform detailed searches in their own e-mail on aspects such as port, region and type of vessel or cargo. These specifi c searches are unavailable in normal e-mail programmes so our fi ltering system saves members a lot of time and money.”

SECURITYVan der Wiele underlines that not everyone can become a member of e-SIS. “New applications have to go through an extensive verifi cation procedure in which we contact test applicants and ask how they came into contact with e-SIS, via which relations and whether the company has a website. On this basis we can determine whether a company is legit, which should prevent other members from doing business with shady brokers or shipping agents.”

Listening to Van der Wiele an e-SIS membership seems more than logical. It is well-known that the costs of a vessel not being operated for even a single day can be very high; this ‘minute system’ of offer and demand can help keep vessels operational.

The fact is, however, that there are companies that prefer to work with existing contacts on an exclusive basis – and are therefore not interested in an open market as provided by e-SIS.

Asked about possible trends, Van der Wiele says that in the past few months,

Over 1,000 members for e-SIS by BTS

Marketplace for coasters and cargo

or over forty years, BTS (Business Telecom Solutions) has served as the telecommunication division of shipping agent KVSA in IJmuiden. Its biggest

accomplishment is e-SIS: A closed network that brings together vessels and cargo.

F

L O G I S T I C S


the offer of vessels has exceeded the offer of cargo. “It is a cycle. Many shipment companies ordered new vessels when the times were good which are being delivered in the current economic crisis. This results in an overcapacity.”

Looking at the global map hanging on the wall of his offi ce, Van der Wiele nonetheless sees a growth market for e-SIS in the Far East. He also wants to roll the system out further in North and South America. “Our eventual goal is global coverage,” Van der Wiele concludes.

www.kvsa.nlwww.e-sis.nl/signup

E-SIS RATESInterested companies can apply for a trial account, allowing them to use e-SIS without obligations and free of charge for one month. If they choose to continue they pay an introductory rate of 150 euros a month for the fi rst year, followed by a standard rate of 225 euros a month in subsequent years.

My e-SIS costs 100 euros a month with access for an unlimited number of users within the company. A combined package with e-SIS and My e-SIS costs 255 euros a month (including an unlimited number of users).

Advertisement

L O G I S T I C S

Brian van der Wiele: “Our eventual goal for e-SIS is global coverage.” Photo: Reinder WeidijkBrian van der Wiele: “Our eventual goal for e-SIS is global coverage.” Photo: Reinder WeidijkBrian van der Wiele: “Our eventual goal for e-SIS is global coverage.” Photo: Reinder Weidijk


By Pieter van Hove

One of the initiatives to stimulate goods transport in containers is Flevokust; a joint project between the Port of Amsterdam and the City of Lelystad, around sixty kilometres north of the Dutch capital. Flevokust is also the name of a new port area.

Koen Overtoom, Chief Operations Offi cer of the Port of Amsterdam, explains: “Strengthening the business climate and competitive position of Amsterdam as a logistic hub is high on our agenda. With Amsterdam Schiphol Airport, Lelystad Airport, the Amsterdam port and Aalsmeer Flower Auction, the Amsterdam metropolitan region offers a unique combination of logistic junctions, with connections to Europe and the rest of the world. The ‘Flevokust’ project is in line with our goal of transporting more goods to the hinterland over water. We have now started asking market parties how they feel about these plans and whether they would be interested in establishing themselves in Flevokust.”

EXPLORING THE MARKETResearch shows that Flevokust is a very suitable location for a multimodal transhipment port. Plans for the premises include a container terminal and a 400-metre mooring dock. There will also be plots for port-related companies and industries in the highest environmental categories. The 43-hectare area is part of a large business park (115 hectares) which will be developed in stages. The multimodal transhipment port for inland shipping, goods trains and trucks is due to become operational in 2015.

According to recent prognoses the terminal will be able to process around 27,000 containers in its fi rst year after opening. By 2020 the amount should have increased to 90,000 containers and the maximum capacity of 105,000 containers will be reached ten years later.

STRATEGIC LOCATIONAccording to the Port of Amsterdam, one of the reasons Lelystad was chosen was to improve the connections between the economic heart in the western part of

the Netherlands to the hinterland in the north of the Netherlands. Flevokust will be situated on the busy shipping route between Amsterdam and Lemmer (North Netherlands), for example. Other benefi ts of Lelystad are the deep waterways, the proximity to Lelystad Airport, the A6 motorway and two railways. Containers will arrive on inland vessels and then be transported on to the hinterland by truck or train.

Flevokust is therefore situated in a strategic location on one of the main inland shipping routes in the Netherlands. Combined with the expansion of Lelystad Airport and the new rail line between Amsterdam and Zwolle, which opened in 2012, it strengthens the function of both Lelystad and the province of Flevoland as a logistic hub, centrally located between the western and northern parts of the Netherlands.

CIRCLE LINES AS EXAMPLEThe plans were developed based on the so-called Circle Lines concept. Comparable to a metro system, this was designed by the Port of Amsterdam based on a fi nely knit transport system over water. The system can be refi ned by means of local shuttles and lines to Rotterdam, Antwerp and the German hinterland. With a network of transhipment points, the fl ow-through of goods can be made more effi cient, less costly and more sustainable thanks to the reduced use of trucks. This results in lower CO2 and particle emissions.

New transhipment port for inland shipping to the hinterland

Amsterdam port region aims for extra container transportation over water

he transportation of containers to and from the Amsterdam port region will grow considerably in the years ahead. According to a study by the

Port of Amsterdam, the hinterland of Europe’s fourth largest port has a potential of 1.2 million containers a year, most of which are currently being transported by road. Various projects for container transport over water have proven successful or shown great promise. The obvious goal is to increase transport on inland vessels and cargo trains and reduce transportation by road.

TArtist’s impression of the future multimodal transhipment port Flevokust, north of Lelystad. Source: Port of Amsterdam

L O G I S T I C S

New transhipment port for inland shipping to the hinterland


Artist’s impression of the future multimodal transhipment port Flevokust, north of Lelystad. Source: Port of AmsterdamArtist’s impression of the future multimodal transhipment port Flevokust, north of Lelystad. Source: Port of Amsterdam

New transhipment port for inland shipping to the hinterland New transhipment port for inland shipping to the hinterland New transhipment port for inland shipping to the hinterland New transhipment port for inland shipping to the hinterland

Amsterdam port region Amsterdam port region Amsterdam port region aims for extra container aims for extra container aims for extra container transportation over water transportation over water transportation over water



The province of Flevoland, Lelystad council, Port of Amsterdam and the Dutch government are fi nancing the port and associated business park. The costs are estimated at between fi fty million and seventy-fi ve million euros.

POTATOES IN CONTAINERSContainers are also widely used elsewhere in the Amsterdam port region. MEO is currently transporting large amounts of potatoes by container vessel from Velsen North, one of the seaports on the North Sea Canal. The logistic services provider has a container terminal here, including a container crane and warehouses for the storage and transhipment of goods.

MEO says that while the rates for container transport are currently favourable, the transhipment of seed potatoes in the neighbouring port of Beverwijk, generally known as the largest potato port in the world, fell by twenty percent in 2012. While 70,000 tons of potatoes were transported to countries such as Egypt, Lebanon and Morocco in 2011, in 2012 the fi gure was ‘only’ 56,300 tons.

CONTAINER TERMINAL IN BEVERWIJKThe port of Beverwijk has had its own container terminal called CTB for several years. This has a 200-metre transhipment quay and offers 1.5 hectares of paved storage and transhipment space. Every day two inland vessels sail between Beverwijk and Rotterdam. Logistic services provider Daalimpex in Velsen North uses

the line service to transport around 5,000 containers of fi sh to Rotterdam each year. “From there the goods are transported to Asia, while West Africa is an upcoming market,” says Managing Director Johan Kloosterboer of Kloosterboer, Daalimpex’s mother company. “We transport lots of cod and mackerel to China and Japan, and mainly potatoes, blue whiting and herring to countries such as Egypt and Nigeria.”

The fi rst inland vessel leaves every day at 17.00. At the same time, a second vessel with a return shipment sets off from Rotterdam to Beverwijk. The inland vessels are (un)loaded by a container crane. Three years ago CTB adapted this crane to 180 metres, allowing the company to stack containers up to a maximum of six metres. The container terminal can accommodate some 1,750 40-foot containers and with a draft of 8.5 metres is accessible to seagoing vessels.

FISH IN CONTAINERSIn recent years deep-frozen fi sh is also partly transported by container from IJmuiden. One of the three ports was equipped with transhipment facilities for containers with fi sh in 2011. Three years earlier, Zeehaven IJmuiden NV (the IJmuiden port authority) started a partnership under the name Container Stevedoring Ymuiden (CSY) with the Ter Haak Group, which has its head offi ce in the Amsterdam port.

Inland vessels with empty containers arrive at frequent intervals. After several days, the vessels leave for the USA terminal (United Stevedores Amsterdam) where many other containers headed for Rotterdam are loaded onboard. The fi sh (mainly herring, horse mackerel and mackerel) is destined for China, as well as Nigeria, Benin and the Ivory Coast in West Africa.

The shipping companies are pleased with this kind of container transport. It provides the possibility of transporting the fi sh much deeper into the heartland of countries such as Nigeria. Moreover, African ports process container vessels much faster than reefers. Finally, containers allow shipping companies to deliver goods to their clients in a more specifi ed way and in smaller shipments, while the quality of the fi sh is maintained.

The start in 2007 was modest with 100 containers but within a year the number had increased to 1,700. Two years later 2,400 containers were being processed and by 2012 the number had risen to nearly 4,000, representing a saving of some 8,000 truck transports.

www.portofamsterdam.nlwww.zeehaven.nlwww.meo.nlwww.zeehaven.nl

MEO transports large amounts of seed potatoes in the port of Beverwijk, generally known as the largest potato port in the world. In 2012 the fi gure was 56,300 tons. Photo: Willem Moojen

L O G I S T I C S



By Cees Visser

As the company name suggests, the Broekman Group comprises multiple divisions: Broekman Automotive, Logistics, Special Products, and Shipping. The company was established in Rotterdam in 1960 as Scheepvaartmaatschappij Broekman Motorships.

Jaap van Zevenbergen is general manager of the Broekman Shipping division, which functions as a shipping agent for major companies in the Netherlands. It is a world in which the Amsterdam port plays an important role. To underline this, Van Zevenbergen only needs to point towards Grimaldi Lines. Broekman Shipping has been representing the large Italian shipping company for over 25 years. It is one of the few shipping companies with a weekly line service for containers, break-bulk, heavy lift, project cargo and RoRo between West Africa and Amsterdam. Broekman Shipping has a similar relationship with the German shipping company BOCS (Bremen Overseas Chartering and Shipping).

“Africa is also a specifi c and important market for Dutch transhipment companies,” says Van Zevenbergen. “While major container shipping companies are gradually zooming in on the continent, the Broekman Group has been active in Africa for many years.”

SHIFT TO AMSTERDAMAn interesting trend of recent years is that the ‘Africa market’ (with the exception of containers) is shifting from Rotterdam to

Amsterdam, and, partially, Antwerp. This has allowed Amsterdam to develop into the world’s largest cacao port. Additionally, a lot of African wood is imported via the Amsterdam port too.

To be clear: All cargo fl ows are important to Broekman and ‘their’ shipping companies, but the import of cacao and wood above all. If the general manager is asked to name a third substantial cargo fl ow, he lists the export of second-hand RoRo such as cars. RoRo, cacao and wood are the future of the Amsterdam port, according to Van Zevenbergen.

LONG-TERM RELATIONSHIP WITH TER HAAK GROUPA special relationship between Broekman and the Ter Haak Group dates all the way back to the 1970s and Van Zevenbergen still remembers when the fi rst vessel moored at the Ter Haak quay in 1993. This was a result of the increased terminal rates in Rotterdam, which stimulated the move from the (then) Grimaldi & Cobelfret (G&C) line service to Amsterdam. “The fi rst vessel was Fides, one of the early modern ConRo vessels with containers and RoRo on board.”

Asked about the logistic activities in the Amsterdam metropolitan region, Van Zevenbergen points to Schiphol, where Broekman Logistics Amsterdam has an offi ce. “From there we primarily focus on air cargo. We also provide services for sea cargo, road transports and warehousing. In short: We can provide services throughout the entire logistic concept.”

FLEXIBLE PORTVan Zevenbergen is clearly a logistics expert who feels very much at home in the Amsterdam port. “The vessels from the shipping companies we represent are (un)loaded at the Ter Haak Group’s USA Terminal. This port has a very structured logistic and nautical infrastructure. In general, the Amsterdam port stands out for its fl exibility and many options for different cargo fl ows: From containers and dry and wet bulk to break-bulk and RoRo. And then there is also room for cruise vessels and inland shipping. Amsterdam is evidently not focusing on just one market segment.”

www.broekman-group.com


he Broekman Group consists of four divisions involved in the fi eld of logistic services. Although the shipping agent’s company has its head

offi ce in Rotterdam, the company has a hand in many logistic activities in the Amsterdam port region as well.

TA Grimaldi vessel at USA Terminal. Broekman Shipping has been representing the major Italian shipping company in the Netherlands for over 25 years. Photo: Peter Elenbaas

Broekman Group

Leader in logistic services

A Grimaldi vessel at USA Terminal. Broekman Shipping has been representing the major Italian shipping company in the Netherlands for over 25 years. Photo: Peter Elenbaas

A Grimaldi vessel at USA Terminal. Broekman A Grimaldi vessel at USA Terminal. Broekman A Grimaldi vessel at USA Terminal. Broekman Shipping has been representing the major Shipping has been representing the major Shipping has been representing the major Italian shipping company in the Netherlands Italian shipping company in the Netherlands Italian shipping company in the Netherlands for over 25 years. Photo: Peter Elenbaasfor over 25 years. Photo: Peter Elenbaasfor over 25 years. Photo: Peter Elenbaas

A Grimaldi vessel at USA Terminal. Broekman Shipping has been representing the major Italian shipping company in the Netherlands for over 25 years. Photo: Peter Elenbaas

L O G I S T I C S


By Laura Keegstra

The Spliethoff Group, the largest shipping company in the Netherlands, has been participating in Intermodal for many years. With fi ve employees, including the local agent, it was well-represented during the event. The group’s subsidiary BigLift, specialised in heavy cargo transports, was represented by two employees.

Both Spliethoff and BigLift see Intermodal as the perfect meeting platform according to deputy director Hayo Jansen: “We try to utilise our time as effi ciently as possible. During the exhibition we meet with around fi fteen clients a day, which would normally be impossible in São Paulo.” Spliethoff believes in a long-term approach. “Four years ago I didn’t know anyone here, now my week is fully booked,” says Jansen.

Spliethoff sails between Europe and Brazil with three vessels on a regular basis. “Although we don’t have a lot of infl uence on the eventual delivery port of the cargo owner as a shipping company, we try to promote the Amsterdam port as much as we can as an alternative to Rotterdam and Antwerp. It is our duty as an Amsterdam business.”

JOINING FORCESForkliftcenter, which has been located in the Amsterdam port since 2012, participated in Intermodal for the second time this year. “Spending the week with other Dutch companies is very important,” says director Björn André de la Porte. “We make new contacts and generate ideas that are more diffi cult to come up with during the hectic daily business life at home.”

This is also one of the reasons why the Port of Amsterdam participates in the Brazil event. “Spending time together abroad benefi ts mutual relations and therefore business,” says Michael van Toledo, cluster manager logistics of the Port of Amsterdam.

Forkliftcenter is globally active in the market for used forklifts and mobile port equipment. Brazil is a very interesting market, especially due to its many, often outdated, ports. “We fi rst attended in 2012,” André de la Porte explains. “Last year we sold some reach stackers, and we had several interesting meetings this time too, including with possible future local agents. Dutch colleagues and their Brazilian representatives who already have some knowledge of the market

are happy to provide support.”

EXPANDING THE NETWORKBrian van der Wiele of BTS (Business Telecom Solutions) in IJmuiden, part of shipping agent KVSA, has the same experience. “We are participating for the second time. It has already become easier than last year to expand our contact network and obtain knowledge of the market as part of the Holland delegation.”

SGS (Agricultural Services) has been exhibiting at Intermodal as part of the Holland Ports stand for seven years. “Every year we are able to establish new contacts and rekindle old ones,” says Albert Wesenhagen. “This event always has good results and existing clients, such as Cargill, also participate. SGS is active on a global basis so the meetings we have here also benefi t our local Brazilian colleagues.”

www.intermodal.com.br

Amsterdam port region well-represented at Intermodal in São Paulo

ntermodal in São Paulo is the most important logistic trade exhibition in South America. Due to the substantial opportunities for the logistic sector,

the Dutch seaports, including Amsterdam Seaports, were once again present in force with a joint stand under the fl ag of Holland Ports. In addition to the Port of Amsterdam, companies such as the Spliethoff Group, BigLift, BTS, Forkliftcenter and SGS also participated in the three-day event, which was held at the Transamerica Expo Centre at the start of April.

I

The Amsterdam port region, part of Holland Ports, played a big part at Intermodal in São Paulo this April. Photo: Francesco Faes, Zeeland SeaportsThe Amsterdam port region, part of Holland Ports, played a big part at Intermodal in São Paulo this April. Photo: Francesco Faes, Zeeland SeaportsThe Amsterdam port region, part of Holland Ports, played a big part at Intermodal in São Paulo this April. Photo: Francesco Faes, Zeeland Seaports

L O G I S T I C S


The Vlothaven Pier is one of the busiest, most effi cient and most innovative areas in the Amsterdam port, featuring a wide range of activities, such as bulk transhipment, industrial processing, logistic services, storage and distribution. Located inside Amsterdam’s A10

ring road, it has multiple deep-water quays. The combination of the multimodal import and export of goods over water, rail and road on the one hand, and top-quality warehouses and offi ces on the other, makes the Vlothaven Pier a prime example of a modern port area.

he Amsterdam port region has plenty of room for new businesses, including some 315 hectares in Amsterdam itself,

as well as space for port-related and other companies in Zaanstad, Beverwijk, Velsen North and IJmuiden. Our new ‘space in the port’ feature will focus on a different area each issue, starting with the Vlothaven Pier in Amsterdam.

T

Xxx

• 50,000 m2 of deep-water port;

• option of offi ces of 560 m2;

• 680 metres of quay length;

• water depth up to 12.5 metres;

• railway connection (three tracks);

• shore power and event connections;

• 500 metres from the Amsterdam ring road;

• ISPS-ready;

Vlothaven Pier: A prime example of a modern port area


For more information, contact the commercial managers James Hallworth (+31 610 041 084, [email protected]) and Marcel Gorris (+31 620 365 055, [email protected]) at the Port of Amsterdam.

L O G I S T I C S / S P A C E I N T H E P O R T

Andrew

Sticky Note

Delete all the semi-colons out of this list...

F E R R Y ’ S

Newcastle has two indoor shopping centres: Eldon Square (156 shops) on the north side of the Tyne and MetroCentre, Europe’s largest shopping centre with 330 shops and restaurants, on the south side of the river. Metro Centre also has the largest indoor amusement park in Europe.

Another advantage of Newcastle is that it is only an hour’s drive from the Scottish border. Since Newcastle is the northernmost point reached by ferry from the Netherlands, DFDS Seaways has little competition from other ferry companies for trips to Scottish destinations.

An important point is also that the current vessels, Princess Seaways and King Seaways, offer considerably more entertainment and luxury than their predecessors. Cosy cabins, fi ne restaurants and great entertainment onboard all give passengers the feeling that they have booked a real cruise.

A DUTCH STARTThe origin of DFDS Seaways in the Netherlands can be traced back in 1966, when the two Swedish companies Trans-Oil and Rex Shipping (TOR) established Tor Line. This was later operated in cooperation with the Dutch company KNSM from Amsterdam. Tor Line sailed two ferries, Tor Anglia and Tor Hollandia, from the Scandia Terminal to Immingham in England. The Danish company DFDS A/S from Copenhagen bought Tor Line in 1982 and stopped its Dutch activities a year later (1983).

The need for a ferry service between Amsterdam and Gothenburg (Sweden) nevertheless soon became apparent. This route was again serviced under the name DFDS Scandinavian Seaways from 1989 – fi rst with one ferry, and as early as 1990 with two. The 184.5-metre Tor Brittania (1975) and Tor Scandinavia (1976) would remain a familiar image in the North Sea Canal for years, carrying 1,700 passengers and nearly four hundred vehicles. In 1991, the two ferries were renamed Prince of Scandinavia and Princess of Scandinavia, respectively.

To avoid the locks at IJmuiden and the two hour trip through the North Sea Canal, the company moved to the new Felison Terminal in IJmuiden in 1994. In addition to connecting to Gothenburg, in the summer the company also ran a service to Kristiansand in Norway. These two lines were, however, cancelled again in 1997 due to disappointing results. At the same time, the service to Newcastle has been attracting more and more passengers. Two large cruise ferries currently sail to Newcastle every day.

www.dfdsseaways.nl

Newcastle popular with Dutch tourists

Milestone for DFDS Seaways

By Willem Moojen

This is a milestone for DFDS Seaways (“Det Forenede Dampskips Selskab,” The United Steamship Company, in the original Danish). Never previously had the ferry operator reached a hundred thousand passengers after the fi rst quarter on the IJmuiden-Newcastle line. Last year the number for the same period was six percent lower. According to DFDS Seaways, the growth is partly due to the low current value of the British pound.

Managing Director Teun Wim Leene is very happy with this record. He feels that an increase of six percent is truly something to be proud of in the current economic climate. In addition to the value of sterling, he mentions evolving holiday behaviours as the second major explanation. The Dutch are increasingly choosing to make short but more numerous trips closer to home.

FDS Seaways operates a daily service between IJmuiden, part of

the Amsterdam port area, and Newcastle upon Tyne in England with two large cruise ferries. The company welcomed its hundred thousandth passenger this year after just three months, which was a record achievement.

D

FIGURES FOR IJMUIDEN-NEWCASTLE 2012* Total number of passengers IJmuiden-Newcastle:

544,387;* United Kingdom (38%), Netherlands (32%),

Germany (17%), Belgium and France (2%), other nationalities 9%.

* DFDS Seaways took 9133 Dutch people to a football match in England or Scotland

* 37% of passengers booked an ordinary crossing, 28% a mini-cruise, 10% a full package trip.


• 50,000 m2 of deep-water port;

• option of offi ces of 560 m2;

• 680 metres of quay length;

• water depth up to 12.5 metres;

• railway connection (three tracks);

• shore power and event connections;

• 500 metres from the Amsterdam ring road;

• ISPS-ready;

The ferry Princess Seaways in the port of IJmuiden. Photo: Willem MoojenThe ferry Princess Seaways in the port of IJmuiden. Photo: Willem MoojenThe ferry Princess Seaways in the port of IJmuiden. Photo: Willem Moojen


By Pieter van Hove

“Although I knew that the North Sea Canal area was important for wind energy. it was very encouraging to fi nd out from an independent research bureau like Buck Consultants International (BCI) that my supposition was correct. What’s more, we now know that the Amsterdam port region is more competitive within the offshore wind sector than we previously thought.”

Ron Davio, Chairman of the regional promotional organisation AYOP (Amsterdam Ymuiden Offshore Port), is visibly pleased. AYOP includes 38 companies and local authorities in the North Sea Canal area. The reason for the AYOP Chairman’s high spirits are the conclusions from the recent study Analysis of the supply chain offshore wind sector in the North Sea Canal area by

Dutch research bureau BCI, which examined the businesses involved in wind energy at sea.

YOUNG, GROWING MARKETThe report shows that no less than 66 companies in the Amsterdam port region are directly or indirectly involved in wind energy; from project developers to manufacturers, from assembly of the parts and installation of the turbines at sea to maintenance and (future) disassembly. “Wind energy at sea is a young, growing market,” continues Davio. “According to the researchers, the region has too few companies that produce parts for wind turbines. The same goes for contacts with ‘supra-regional knowledge institutes’ like universities. Nevertheless, many companies in the Amsterdam port region have extensive knowledge in the fi eld of wind energy. This knowledge needs to be accessed and AYOP may be able to help in this regard.”

According to the researchers, the North Sea Canal area scores highly when compared to other seaports on aspects such as reachability of the seaports, availability of space, the distance to the offshore wind parks and the presence of suffi cient quay space. “Even as a base of operations for the installation of British wind turbine parks on the North Sea, our area regularly shows better

he North Sea Canal area (i.e., the Amsterdam port region) is one of the most important Dutch regions for the offshore industry. As a recent

study into the so-called ‘offshore wind supply chain’ showed, Amsterdam Seaports can attribute this leading role to its favourable location, the available space and the strong corporate network in the region.

TThe presentation of the research report on the offshore supply chain by AYOP Chairman Ron Davio (left) to Jaap Bond, member of the Provincial Executive for the province of North Holland, where the North Sea Canal is located. Photo: Reinder Weidijk

Opportunities for Amsterdam port region as cluster for offshore wind energy

Flying high

W I N D E N E R G Y

The presentation of the research report on the offshore supply chain by AYOP Chairman Ron Davio (left) to Jaap Bond, member of the Provincial Executive for the province of North Holland, where the North Sea Canal is located. Photo: Reinder Weidijk

The presentation of the research report on the offshore supply chain by AYOP Chairman Ron Davio (left) to Jaap Bond, member of the Provincial Executive for the province of North Holland, where the North Sea Canal is located. Photo: Reinder Weidijk


W I N D E N E R G Y

results than UK port cities as these are often challenged by tidal currents.”

Moreover, says the AYOP Chairman, the North Sea Canal area has proven its value as a base of operations during the installation of two wind turbine parks off the Dutch coast, including the Princess Amalia wind park (named after the Dutch Princess Royal, ed.) at some 23 kilometres from IJmuiden. “All wind turbine parks are easily accessible from this area. This also applies to the new Dutch wind park called Luchterduinen in block Q-10, and in the longer term to the huge East Anglia wind turbine park near Great Yarmouth.”At a rough estimate, the Amsterdam port region has approximately 100 hectares of land available for the maintenance, repair or assembly of wind turbines. There are options at the former ACT container terminal in Amsterdam, the HoogTij business park on the other side of the water in Zaanstad, at the ship repair yard Shipdock in Amsterdam North and the IJmond harbour (IJmondhaven) in IJmuiden.

EDUCATIONAround 2,000 people are currently active in the Dutch wind energy sector. If the government maintains its goals (5200 MW at sea in 2020) this may increase to over 10,000 employees in the future. Educational institutes should anticipate this growth. The Maritime Academy in IJmuiden, an intermediate vocational school, is looking to establish a dedicated course for wind turbine maintenance. In realising these ambitions, it is working with a maritime educational institute in Delfzijl (in the northern part of the Netherlands), which already has a similar course for technicians in the wind energy sector, supported by private companies.

Director Jan Wieger Hof of the Maritime Academy hopes to develop something

similar at his school. “Seven years ago we started the Allround Operational Technology (AOT) course at the request of energy companies that needed personnel with a higher level of education. The course, which takes four years, can be extended by a class in offshore wind energy.” During the presentation of the BCI report on 15 May in IJmuiden, Jan Wieger Hof asked company representatives to join the initiative.

www.ayop.com

The Princess Amailia wind park went online in 2008 and is located some 23 kilometres off the coast of IJmuiden. The sixty wind turbines by Danish manufacturer Vestas produce around 435 gigawatt hours of electricity a year, powering some 125,000 households


Y A C H T C O N S T R U C T I O N

By Evert Bruinekool

“Things went pretty quickly,” commercial director Tako van Ineveld says. “Our location in the Port of Zaandam allows us to build seagoing superyachts and we have made considerable investments in the

yard facilities. We initially only had a hall of 45 by 20 metres. In 2004 we added a new construction hall measuring 70 by 20 metres and a three-storey workshop of 45 by 10 metres.”

“The dock was also recently extended from 45 to 110 metres, allowing us to work on more yachts at the same time,” he continues. “We now have seventy permanent employees, while also partnering with a select group of subcontractors, such as painters, hull builders and electricians.”

BOTH NEW CONSTRUCTION AND REFITSHolland Jachtbouw currently only works in the superyacht segment. “We carry out new construction here as well as refi ts (i.e. boat restoration and custom outfi tting, ed.),” Van Ineveld explains. “This is an ideal mix and there is relatively high demand. In fact, the yard is fi lled to capacity with new orders. For instance, we are now working on a new high-performance sloop of 45 metres, a new J-class yacht of 43.5 metres, and the refi ts of a 90-footer and a 41-metre schooner.”

The fact that the yard is full doesn’t mean that Holland Jachtbouw is not taking on any new contracts. “We can start new projects at any time because we easily need six months of preparation for design and engineering,” Van Ineveld says. “Then we build the hull with specialised hull builders at another location.”

SEA TRIALSThe port area of Zaandam is an ideal location for a superyacht builder. “We have a deep water harbour right in front of our door, which is very important for

uring its 25 years of existence, Holland Jachtbouw has experienced a remarkable

development. The company initially built mainly fl at-bottom boats, smaller yachts and Dutch lemsteraak boats until it moved to a site in Zaandam, one of the four North Sea Canal ports, in 1996. The new facility was an ideal location for the construction of superyachts, and Holland Jachtbouw today belongs to the absolute world leaders in its fi eld.

D

Holland Jachtbouw commercial director Tako van Ineveld with a 41-metre schooner and the J8 in the background. Photos: Evert Bruinekool

Superyacht builder from Zaandam among world leaders

Holland Jachtbouw

Holland Jachtbouw commercial director Tako van Ineveld with a 41-metre schooner and the J8 in the background. Photos: Evert BruinekoolHolland Jachtbouw commercial director Tako van Ineveld with a 41-metre schooner and the J8 in the background. Photos: Evert Bruinekool


Y A C H T C O N S T R U C T I O N

large sailing yachts. The new J-class we are building, for instance, has a draught of fi ve metres. In addition, the connection to the North Sea is a great advantage. We can be through the locks at IJmuiden and at sea within an hour. This allows us to go out for sea trials and return to the yard on the same day. Finally, we have an excellent network of suppliers and subcontractors here.”

The only downside can be the traffi c. “Our suppliers and the people who carry out their work on site frequently get stuck in traffi c,” Van Ineveld says. “Once the Second Coen Tunnel under the North Sea Canal opens, things will get better. At the same time, we are at the logistical centre of the Netherlands. Our proximity to Schiphol Airport is ideal for owners coming from abroad.”

PRECIOUS RESOURCESVan Ineveld is very conscientious with his employees. “One doesn’t become an expert in yacht construction overnight. Even with the best education in the fi eld, internal training is still absolutely necessary. Superyacht construction is a world apart from normal boats – this is part of what makes our activities so interesting.

The work is never the same: It is project-based and concerns exclusively custom-

built yachts. Everyone who works on a yacht here is very proud of the fi nal product.”

Precisely because the staff enjoy their work, and clearly show

this, it’s never hard to fi nd qualifi ed candidates for job openings. “Whenever we announce that we are looking for new people, there is always a great response. While there may be quite a few superyacht builders in the Netherlands, there is only one Holland Jachtbouw!”

www.hollandjachtbouw.nl

‘Everyone who works on a yacht here is very proud of

the fi nal product’

The J8 yacht under construction in the seventy-metre hall, opened by Holland Jachtbouw in 2004. The J8 yacht under construction in the seventy-metre hall, opened by Holland Jachtbouw in 2004. The J8 yacht under construction in the seventy-metre hall, opened by Holland Jachtbouw in 2004.

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