Download - Amsterdam Seaports ENG edition 2
AMSTERDAMAMSTERDAM-BEVERWIJK-IJMUIDEN-ZAANSTAD
2009/nr2
SEAPORTS
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From all over the world, we meet at Sitos.
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Amsterdam: Accraweg 39, 1047 HJ Amsterdam Phone +31 (0) 20 585 3830. Fax +31 (0) 20 585 3849. E-mail: [email protected]
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Opmaak febr.09 - 1-2 pg.:Opmaak 1 21-04-2009 14:42 Pagina 1
C O L O P H O N
Contents AmsterdAm seAPOrtsPublisher: Amsterdam Ports Association
Contributors: Bart Stam (chief editor), Jan van den Berg, Albert Boes, Rolf Hermsen, Helen Hill, Joris Moes, Karel van der Weide
Photos: Amsterdam Ports Associations, Dick van den Berg, Martin Hendriksen, Ed Seeder, Bas Beentjes and others.
Translation: Writewell: Andrew Rogers, Akke Pinkster
Advertising:Joris van der Hoek,De Ruijterkade 7, 1013 AA AmsterdamTelephone + 31 20-6273706Mobile phone +31 6-41842210Fax: + 31-20-6264969E-mail: [email protected]: www.amports.nl
Important addresses:
Amsterdam Ports AssociationManaging director: Wim RuijghDe Ruijterkade 7, 1033 AA AmsterdamTelephone: +31 20-627 37 06Fax: 31+020-626 49 69E-mail: [email protected]: www.amports.nl
Port of AmsterdamP.O. Box 194061000 GK AmsterdamTelephone: (0)20-5234500Fax: +31 20-6209821Ships movements information:Telephone: +31 20-6221515E-mail: [email protected]: www.amsterdamports.nl
Port representatives abroad USA Jacob Willemsen (New York)+1 212 681 [email protected] Roy Wansik (Houston)+1 713 964 [email protected] Hans Lip (Neuss/Düsseldorf )+31 654 334 [email protected] Gert-Jan Nieuwenhuizen (Shanghai)+86-13916694437 and +31 06 5369 [email protected]
Beverwijk HarbourNoorderkade 1, 1948 NR BeverwijkTelephone: +31 251-224750Fax: +31 251-214050E-mail: [email protected] site: www.beverwijk.nl
Zeehaven IJmuiden NVHalkade 4, P.O. Box 5411970 AM IJmuidenTelephone: +31 255-547000Fax: +31 255-547060E-mail: [email protected] site: www.zeehaven.nl
Zaanstad HarbourWestkade 2, 1506 BA ZaandamTelephone: +31 75-6816888Fax: +31 75-6816799E-mail: [email protected] site: www.zaanstad.nl
Business Association ORAMDe Ruijterkade 71013 AA AmsterdamTelephone: +31 20-6222111Fax: +31 20-6203133E-mail: [email protected] site: www.oram.nl
Chamber of Commerce AmsterdamDe Ruijterkade 5, 1013 AA AmsterdamTelephone: +31 20-5314000Fax: +31 20-5314699E-mail: [email protected] site: www.amsterdam.kvk.nl
Layout: FIZZ reclame + communicatie, Meppel
Printed by:Giethoorn ten Brink, Meppel
� Amsterdam Seaports No. 2 2009 www.amports.nl
05 Takingthelead
07 Newsinbrief
08 Workhorseoftheindustry
09 Shipdockbagsconversiondeal
11 InnovationmonitorforAmsterdamandRotterdamSeaports
12-13 Recessionisstillalongwayoff
15 Fabricombuildsnewdrillinginstallation
16-17 AmsterdamSeaportsbucksrecessiontrend
19 Sustainabilityisheretostay
20 Dutchcustomsgodigital
22 Junctionofmodalities
24 Nosteelwithoutscrap
26 Thebestofbothportcommunitysystems
28 Therearealwayschancesforbrokers
30 Studentsahoy!
Coverphoto:ASvitzertugploughsthroughthewaves.
Advertisers
18AYOP
03TerHaakGroup-BCA
25TerHaakGroup-CCA
29IskesTowage&Salvage
10Oiltanking
10Portbase
10Sea-Cargo
02SitosGroup
32Svitzer
14TerHaakGroup-USA
06VCKLogistics
03WaterlandTerminal
289
A M P O R T S
www.amports.nl Amsterdam Seaports No. 2 2009 �
Taking the leadVarious studies show that regions can benefit from increasing
European integration and globalisation. When national borders
cease to exist, the direct competition between regions on issues
such as efficiency, innovation, infrastructure and the educational
level of the working population will increase. Amsterdam
Seaports is no exception to this rule. Only through a joint
approach can our region compete with seaports elsewhere in
Europe.
Regional cooperation was one of the main topics at the annual
port conference in Amsterdam, and I am positive about the future
in this respect. The four ports of Amsterdam Seaports already
work closely together in many areas, such as central nautical
management, infrastructure, innovation and education. Let us not
forget that AmPorts (Amsterdam Ports Association) itself has been
a prime example of succesful regional coorporation for over 20
years.
Recently released figures tell their own story: In the first two
months of 2009, Amsterdam Seaports are doing better than our
competitors’ in the Le Havre-Hamburg sector.
While the above-mentioned conference featured many excellent
speakers, I was especially impressed by the analyses of Lorike
Hagdorn, Professor of Transport, Distribution and Logistics at
the VU University in Amsterdam. She rightly remarked that the
seaports in North-western Europe should not only focus on each
other but also keep their eye on relatively new competitors in
Southern Europe, where container and oil terminals, cruise ports
and the like are developing at a rapid pace.
I completely agree with Professor Hagdorn that Dutch seaports
in general, and Amsterdam Seaports in particular, have to take
these initiatives seriously and acquire influence where possible.
While establishing joint ventures is an obvious example, I would
also like to see us actively taking the lead within the region. This
is certainly an option due to our high-quality services, including
Portbase, the new port communication system of Amsterdam and
Rotterdam (see page 26). With these types of innovative projects
and progress, we need not be overly concerned by new initiatives
in the Mediterranean. An appropriate saying here might be: If you
can’t beat them, join them!
Michiel A. Wijsmuller, Chairman AmPorts
AMSTERDAM SEAPORTS Official publication on behalf of the ports of Amsterdam, Beverwijk, Ymuiden and Zaanstad Published 4 times a year in English: by Amsterdam Ports Association ([email protected] www.amports.nl)
MOREABOUTAMSTERDAMPORTSASSOCIATIONANDITS300MEMBERS:WWW.AMPORTS.NL
N E W S I N B R I E F
www.amports.nl Amsterdam Seaports No. 2 2009 �
MOREABOUTAMSTERDAMPORTSASSOCIATIONANDITS300MEMBERS:WWW.AMPORTS.NL
PRePARAtIONS fOR VOPAk OIL teRMINAL
In cooperation with the Port of Amsterdam, Vopak
started in March with soil compaction tests. A new
terminal for the storage of petrol and other oil
products such as bio-fuels and gas oil will be
constructed in the Afrikahaven area. In the first
phase this will have a capacity of 720,000 cubic
metres, eventually to be expanded to one
million cbm.
Soil compaction is necessary due to the soft layer
of peat that is located at a depth of three to five
metres.
eUROPeAN MARItIMe DAy
Wednesday 20 May is the second European
Maritime Day, which is designed to increase the
focus on shipping and coastal trade, ports and
associated maritime sectors across the entire
European Union. The central theme will be making
shipping more sustainable via the use of cleaner
fuels. Participating port authorities will mark
European Maritime Day by hoisting the
characteristic blue and yellow starred flag.
Many companies in Amsterdam Seaports
participated in the first such day, including the
Ter Haak Group, Waterland Terminal, IJmuiden
Seaport, Shipdock, Oiltanking and OBA Bulk
Terminal.
HANS GeRSON LeAVeS PORt Of AMSteRDAM
Amsterdam City Council has appointed Hans
Gerson as City Alderman responsible for Transport
and Traffic, including the North-South Line and
‘Living and Monuments’. Gerson has been General
Director of the Port of Amsterdam since
September 2000.
After studying Planology and Economy, Gerson
started his career as management assistant at the
city of Amsterdam in 1975. Having held several
positions in the field of Spatial Planning and Real
Estate, he became managing director of the City
of Amsterdam’s real estate department from 1990
to 2000. During this time Gerson was involved in
the development of the Ceres Paragon container
terminal, now ACT.
CONtAINeR VeSSeL WItH GRAffItI
NileDutch supports contemporary and alternative art. In March and April, around
fifty artists from Holland, Belgium, France and Portugal decorated the 194-metre
container and RO/RO vessel NileDutch Kwanza with graffiti while it was being
loaded and unloaded in the ports of Lisbon, Rouen and Antwerp. The graffiti
artists used a staggering 4,000 cans of spray paint to cover the nearly 1,000-
square-metre hull surface.
The NileDutch Kwanza can be admired in the port of Amsterdam on 6 June when
it moors at USA (United Stevedores Amsterdam). The vessel will be returned to
the original NileDutch colours in six months.
WäRtSILä exPANDS IN IJMUIDeN
On 30 March Wärtsilä Netherlands BV opened a new building where the Finnish
company will maintain and revise ship engines and propulsion systems in the
coastal town of IJmuiden, one of the four ports of Amsterdam Seaports. Its floor
surface of 3,000 square metres contains a training room, plus a large, up-to-date
workshop with modern conversion machinery and portable tools for maintenance
activities on site and onboard vessels. The previous office in IJmuiden offered
far less possibilities as it was just one sixth of the size. Wärtsilä’s new location
will mainly service dredging and inland shipping vessels and fishing boats, and
provide five extra jobs.
CRUISe SeASON fULL Of OPPORtUNItIeS
Amsterdam and IJmuiden are expecting the arrival of 115 cruise ships in the
coming season, carrying a total of around 200,000 passengers. Some one
hundred vessels will moor at the Passenger Terminal Amsterdam (PTA),
discharging around 180,000 people. While slightly down on 2008, these
figures still represent an increase of 22 compared to 2007.
The main reason that fewer cruise vessels are coming to Amsterdam this
year is that companies such as Carnival and Costa Marina have decided to
sail closer to their home market. Despite the economic downturn, Passenger
Terminal Amsterdam is
optimistic about the near
future and expects to benefit
form the projected growth
of three percent in the
global cruise market in 2009.
Cruise vessel Albatros at the
Passenger Terminal Amsterdam
Currently under construction at the Ohua
shipyard near Shanghai, the so-called
D-4 vessels (400-ton cranes) are 17,500
dwt and have two main cranes with a
combined lifting capacity of 800 tons, as
well as one crane with a 120-ton capacity.
They are suitable for sailing in the most
extreme temperatures and have 1A Ice
Class status.
BigLift managing director Arie Peterse
says the five are specially designed to
cope with high deck loads for heavy
cargoes such as large modules and
ship sections. “The arrangement has
been based on good experiences with
BigLift’s Happy River vessels, which were
built from 1997 to 1998. If visibility
from the wheelhouse is hindered
by high deck loads, the vessels can
then be manoeuvred from a second
command station forward, located on the
breakwater.”
tRAINING CADetS
Aware of the need to encourage
youngsters into the maritime industry,
BigLift has also designed the vessels to be
able to accommodate 10 cadets. Crews
normally comprise around 18 people.
Additional accommodation, a classroom
and a training bridge will be incorporated
into the vessels. Most of the cadets will
come from the Maritime Academy near
Amsterdam and be studying and working
on board as part of their maritime
education..
Due to be completed from mid-to-end
2010, the D-4 vessels are actually a further
development of the D-Gracht vessels of
parent company, Spliethoff, being built
in China. Eight of these vessels should be
pessimistic about the future. The year
2009 has been pretty buoyant so far and
there are still heavylift and project cargo
assignments around. In general, a lot of
project cargo is moving around the world.”
OffSHORe PROJeCtS
Peterse also emphasises that there are still
quite some offshore activities underway,
which he expects to continue even as oil
prices fall. “The oil majors have to find new
oil and develop new fields. In addition,
power-generating equipment has to
be shipped as the worldwide energy
consumption is still increasing, albeit it at
a lower rate than in the economic boom
times.”
BigLift also has two multi-purpose
heavylift vessels with 1,800 tons lifting
capacity on order from Larsen & Toubro
in India. Being built at the new-build
facility at Hazira, the vessels are due to be
delivered in the second half of 2010.
www.bigliftshipping.com
completed by the end of this year (see
page 30-31).
SIMILAR LAy-OUt
Peterse points out that basing the new
vessels on the Spliethoff ships gives
both companies an advantage in terms
of greater flexibility. “The vessels have a
similar layout to the Spliethoff D-Gracht
vessels, giving us the ability to switch
cargoes if need be on either vessel type.”
BigLift and Spliethoff have not worked
with the Ohua shipyard before and, as
is usual with all builds, will have their
own supervisory team on-site to oversee
the construction. This team normally
comprises three or four experienced
shipbuilders and engineers.
“BigLift is unusual in that most shipping
lines are not ordering currently due to
the economic climate,” Peterse adds.
“But the company is building for the next
20 years, which is the life-time of these
vessels. Although we are not immune to
the economic slump, I am certainly not
BIGLIFTORDERSFIVENEWHEAVYLIFTVESSELS
Workhorse of the industryTheAmsterdam-basedcompanyBigLiftisoneoftheveryfewshippinglinesplacingnewordersatthemoment,includingfivenewheavyliftvessels.AriePeterse,BigLiftmanagingdirector,dubsthevessels“theworkhorseoftheindustry.”
� Amsterdam Seaports No. 2 2009 www.amports.nl
I N N O V A T I O N
The Happy River makes the waves for Africa.
www.amports.nl Amsterdam Seaports No. 2 2009 �
Kees Jan Groen, Shipdock managing
director, says 2008 turned out to be the
best year ever at the company and even
2009 had got off to a healthy start, despite
the economic downturn.
One particularly interesting project in 2008
was a huge 228 tonne steel job on the
vessel, Durban Bulker. The vessel had run
aground off South Africa. Owned by New
Century Overseas Management, the 32,500
dwt vessel was at the yard for seven weeks
for bottom repairs and a survey.
Shipdock had to renew large sections of the
bottom plating and the attached internals.
The company also carried out inspections
of the main engine bearings and undertook
tailshaft clearance.
This month, Shipdock is also due to start on
the refit the Royal Netherlands Navy vessel,
the “Hr.Ms. Zuiderkruis”. The group carried
out repairs and maintenance on four navy
vessels in 2006.
the vessel, the hold is to be divided into
40 or 50 smaller holds. Each one will then
contain different types of fish food.
Groen says it is the first time the shipyard
has been asked to convert a vessel into a
fish food carrier. Shipdock will fabricate
and install cargo silos in the hold, install
a stern thruster, pressurised discharging
system and two new generators. The repair
and conversion yard will also have to
install a type of conveyor belt in the hold
underneath. Grit blasting and painting,
both in and outside, will also be carried out.
The job is expected to take around four
months to be ready for the fish season’s
start this month. Forty people are due
to work on the contract but this number
could rise to around 80, if subcontractors
are included.
As well as yards in Amsterdam and
in Harlingen, Shipdock has a steel
construction and machine shop, Niron,
which is on site at the Amsterdam facility.
Shipdock is investing 1 million euro in a
new milling machine at Niron. This is due to
arrive this month.
www.shipdock.nl
The Shipdock team will initially work on the
Zuiderkruis in the navy yard in Den Helder
from May until July and then in August, the
ship will come to Shipdock in Amsterdam
for around 10 weeks.
eIDSVAAG POLARIS
In another interesting job at its subsidiary
yard in Harlingen, in the northern
Netherlands province of Friesland,
Shipdock has been asked to shorten a dry
cargo vessel and turn it into a fish food
carrier, in a contract worth around 4 million
euro.
Eidsvaag Polaris, owned by Norwegian
owner Eidsvaag AS, was a 2,440 dwt, 82 m
long dry cargo vessel. But once converted,
the vessel will sail along the Norwegian
coast to supply the many fish farms located
there.
Shipdock has been tasked with taking a 12
metre section out and as well as shortening
I N N O V A T I O N
DRYCARGOSHIPTRANSFORMSINTOFISHFOODCARRIER
Shipdock bags conversion deal InnovationisneverfarawayfromtheworkofAmsterdamrepairandconversionyardShipdockandthelast18monthshavebeennoexception.
The Eidsvaag Polaris
Maintenance on the Durban Bulker
www.portbase.com
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Tel. +47-55108484www.sea-cargo.no
Sea-Cargo Agencies BV Amsterdam, The Netherlands
Tel. [email protected]
www.amports.nl Amsterdam Seaports No. 2 2009 11
The port authorities of Amsterdam and
Rotterdam have joined forces on this
innovation research project, which will
be carried out by the Rotterdam School
of Management, a part of Erasmus
University. “In contrast to other industry
sectors, no studies have been made
of the innovative strength of the two
largest seaports in the Netherlands,”
says Jan Egbertsen, senior adviser to the
Port of Amsterdam. “This is why we have
asked Erasmus University to go ahead
with an innovation monitor among
maritime companies in Amsterdam and
Rotterdam. In doing so, we will cover all
sectors: Terminals, storage and transfer
companies, shipping companies and
service providers.”
says Justin Jansen, associate professor
of Strategic Management at Erasmus
University. “This will allow us to make
accurate and useful comparisons with
port companies.”
The concept of innovation has
deliberately been given a wide definition,
as Jan Egbertsen explains: “It may involve
new technologies or products, such as a
new crane, and also process innovations
such as fresh ways to communicate on
the work floor. An important criterion
is how much an individual company
is affected by innovation. A previously
developed IT-system can be very
innovative for a company that has never
used that specific system.”
A CROSS SeCtION Of BUSINeSS
In February and March, Erasmus
University sent out surveys to 750
companies in Rotterdam and 450 in
Amsterdam. They ask relevant questions
about the ability to innovate, including
the role of management, the budget for
innovation, the number of staff, areas of
expertise and the financial results. Each
participating company will receive an
individual benchmark.
Since 2005 Erasmus University has carried
out many innovation-related surveys in
other branches of industry, such as the
food industry, chemical industry and
business services. “We have collected
data on some 10,000 Dutch firms,”
Innovation monitor for Amsterdam and Rotterdam SeaportsTheRotterdamandAmsterdamportauthoritieshavecommissionedamajorsurveyamong1200privatecompanies,750inRotterdamand450inAmsterdam.Thegoalistodiscoverthedegreeofinnovationinthesectorandtocomparethatwithotherbranchesofindustry.
The covered Waterland Terminal in Amsterdam is a good example of innovation
I N N O V A T I O N
12 Amsterdam Seaports No. 2 2009 www.amports.nl
It is a beautiful winter’s day with bright
blue skies and the Oranjewerf Shipyard in
Amsterdam is a hive of activity. In the 135-
metre dry dock, the Norwegian offshore
vessel Troms Fjord is ready for inspection.
The Far Splendour, also from Norway, is
moored at one of the six berths, where
Oranjewerf is performing the major task of
modifying her three generators. “We have
sufficient orders for the coming months,”
confirms Hol. “The financial downturn
seems to have passed us by so far - we even
recently had to turn down various new
orders because we were fully booked.”
To support the wide diversity of
activities on offer (repairs, maintenance,
installations and extensions), the
Oranjewerf Shipyard has its own
machine shop and a construction hall.
The company is currently purchasing a
computer-controlled milling machine
to facilitate specialist activities in the
machine shop. The construction hall
includes a shipbuilding press (180 tons
of pressure), a semi-automatic guillotine
shear, a section bender and a plate
bending machine. Oranjewerf also has a
steel workshop and warehouse.
OffSHORe
Hol has seen a steady increase in the
yard’s offshore orders over recent years.
“The provisional annual figures for 2008
show that offshore is currently one of
our largest sectors. Oil companies and
offshore companies often work with
long-term contracts so we expect a steady
demand for offshore support vessels for
the time being.” In addition to offshore
vessels, the shipyard also welcomes
numerous tugboats, dredging vessels,
coasters, reefers, tankers, inland vessels
and fishing boats to its premises.
Aerial view of the Oranjewerf shipyard in Amsterdam
I N N O V A T I O N
ORANJEWERFSHIPYARDCELEBRATES60YEARS
Recession still a long way off
OranjewerfShipyardcelebratesitssixtiethbirthdaythisyear.Overthecourseofthepastsixdecades,thedaughtercompanyofDamenShipyardshasdevelopedintoawidelyrespectedshippingcompany.“Forthetimebeingwewillremainunaffectedbytherecession,”saysCommercialManagerTomHol.
www.amports.nl Amsterdam Seaports No. 2 2009 13
The yard’s grounds also house various
individual suppliers with which
Oranjewerf cooperates. Plug en De Boer
repairs and sells propellers and propulsion
systems, A. de Keizer is an electrical
installation company and Braspenning is
involved with onboard conservation.
HeALtHy COMPANy
Oranjewerf is renowned far beyond
the Amsterdam ports. The yard
was established in 1949 by several
companies including Verschuren &
Co, the Royal Netherlands Steamship
Company (KNSM) and the ‘Nederlandse
Rijnvaartmaatschappij’. The yard was
taken over by electrical company Okay
Giesselbach in 1981 but the new owner
went bankrupt due to the hard times
then prevailing in the shipping industry.
Fortunately the Amsterdam company was
taken over by Damen Shipyards in 1989.
The old name Oranjewerf came back into
new 10,000 Volt electrical installation,
a new dock entrance and replacement
of several sections of the dock floor.
“We also recently placed a new 12-
ton topper crane by the transversal
slipway, renovated the repair berths
and purchased new compressors. These
investments create a solid foundation for
a successful future.”
Oranjewerf has six repair berths of
27 to 150 metres. Five of these have
cranes, electrical shore connections, fire
extinguishing systems, ballast and cooling
water, and connections for compressed
air, gas and oxygen. The yard also has a
100-metre transversal slipway with a load
capacity of 1,500 tons. Intended mainly
for inland vessels and small ocean-going
vessels, this slipway is used by around 150
ships each year.
www.oranjewerf.com
use in 2003 and, after surviving several
difficult years, the shipyard has developed
into a healthy company with around 45
permanent employees.
The Oranjewerf Shipyard was equipped
with a new dry dock in 2005. “We had
an outdated dock that was becoming
too small for our activities,” Hol explains.
“Thankfully we had the opportunity to
take over a large, up-to-date 135-metre
dock from a shipyard in Rotterdam. This
was a considerable improvement with
regard to the old dock, which had a
capacity of ‘only’ 4,000 tons. The new dock
also allows us to work with up to 10,000
Volts.”
INVeStMeNtS
To make optimal use of the dry dock
Oranjewerf had to adapt its infrastructure,
including some dredging work, the
moving of several mooring facilities, a
Far Splendour at the quay
New Ter Haak group Head Office
YOUR COMPASS TO PROFIT!
CERESExtension area
60.000 m2
Amerikahaven:
USA -Container & RoRo terminal
• 550 m Deepsea quay
• 300 m Coaster & barge quay
• 30.000 m2 Rail terminal
• 35.000m2 Warehouses
• 20.000m2 Container cleaning,maintenance & repair department
• 10.000 m2 Stuffing & stripping area
• Loading docks, 24 units
• 2.400 m2 Offices
• Road connecting to Schiphol
• Total surface: 30 hectares
Vlothaven:
USA - Bulkterminal
• 300 m Deep sea quay
• 50.000 m2 Open space area
• 5.000 m2 Warehouses
• 525 m Rail track
• Sophisticated bulk equipment
Suezhaven:
USA - Cocoa/Plywood terminal
• 800 m Deep sea quay
• 25.000m2 Warehouses
All terminals I.S.P.S. certified
Ruijgoordweg 80, Westpoort 7989 - 1047 HM Amsterdam - The NetherlandsT +31 20 6116688 F +31 20 2011882 E [email protected] W www.terhaakgroup.com
Suezhaven
Vlothaven
InlandBarge Terminal
Deep Sea Quay
D.C. ShedsRail Terminal
USA, United Stevedores Amsterdam V.O.F, is a registered trademark and part of the Ter Haak Group.
New Head office
1-1 PAG. USA:USA 2006 14-01-2009 09:02 Pagina 1
www.amports.nl Amsterdam Seaports No. 2 2009 1�
New Ter Haak group Head Office
YOUR COMPASS TO PROFIT!
CERESExtension area
60.000 m2
Amerikahaven:
USA -Container & RoRo terminal
• 550 m Deepsea quay
• 300 m Coaster & barge quay
• 30.000 m2 Rail terminal
• 35.000m2 Warehouses
• 20.000m2 Container cleaning,maintenance & repair department
• 10.000 m2 Stuffing & stripping area
• Loading docks, 24 units
• 2.400 m2 Offices
• Road connecting to Schiphol
• Total surface: 30 hectares
Vlothaven:
USA - Bulkterminal
• 300 m Deep sea quay
• 50.000 m2 Open space area
• 5.000 m2 Warehouses
• 525 m Rail track
• Sophisticated bulk equipment
Suezhaven:
USA - Cocoa/Plywood terminal
• 800 m Deep sea quay
• 25.000m2 Warehouses
All terminals I.S.P.S. certified
Ruijgoordweg 80, Westpoort 7989 - 1047 HM Amsterdam - The NetherlandsT +31 20 6116688 F +31 20 2011882 E [email protected] W www.terhaakgroup.com
Suezhaven
Vlothaven
InlandBarge Terminal
Deep Sea Quay
D.C. ShedsRail Terminal
USA, United Stevedores Amsterdam V.O.F, is a registered trademark and part of the Ter Haak Group.
New Head office
1-1 PAG. USA:USA 2006 14-01-2009 09:02 Pagina 1
There are numerous small natural gas
fields in the southern part of the North
Sea and it is currently too expensive
to extract this gas with the existing
drilling and production platforms. These
installations are too large because they
were designed for much greater water
depths and apply 24-inch drilling holes.
The Dutch Natural Gas Company (NAM),
a joint venture between Shell and Exxon
Mobil, plans to exploit these reservoirs
in keeping with the Dutch government’s
‘small field policy’. This approach is aimed
at maintaining Holland’s gas supply by
keeping up the pressure in the large
natural gas field in the North of Holland
for as long as possible.
Crucially, the production of these smaller
gas fields will only become profitable with
smaller, less expensive installations, which
is why Fabricom Oil & Gas is developing
a new compact and lightweight drilling
installation. This will also be able to drill
holes of 12-1/4 inch, considerably less
than the 24-inch holes that are usually
applied in the North Sea.
Swift Drilling has signed a five-year
contract with NAM with an option for
five one-year extensions. In return, Swift
Drilling will drill and maintain exploration
and exploitation holes. The new platform
is expected to be operational by 2010.
www.fabricom.nl
Fabricom Oil & Gas is partnering with the
Van Es Group near Rotterdam in the joint
venture company Swift Drilling BV. Van Es
has platforms for use on quays, oil and gas
platforms and offshore wind turbines. For the
joint project Van Es is constructing a platform
for minor water depths up to a few score
metres, which makes it relatively cheap.
I N N O V A T I O N
SMALLNATURALGASFIELDSINTHENORTHSEA
Fabricom builds compact new drilling installationSmallgasfieldsinshallowseascanbeexploitedatlowercoststhankstoanewtypeofdrillinginstallationunderdevelopmentbyFabriacomOil&GasinIJmuiden.
Another recent innovation from Fabricom Oil & Gas is the Offshore
Access System (OAS). This enables personnel to be transferred safely
from a ship to a fixed offshore installation/wind turbine via a heave
compensated, telescopic access system mounted on the vessel.
Allowing individuals to be dropped off or picked up without using
a helicopter, the OAS has already been deployed on 1,300 occasions
without technical or operational problems, and is currently in use
on three supply vessels in the southern part of the North Sea. The
third vessel, the REM Mermaid, is leased by GDF SUEZ Exploration
& Production and will be used to access four platforms of the
French oil company during the coming year. The first operational
OAS in the central North Sea has recently begun operation out of
Aberdeen Harbour, mounted onboard the platform supply vessel
FD Incredible chartered by Chevron Upstream Europe.
www.offshore-solutions.nl
OffSHORe ACCeSS SySteM SUCCeSSfUL
Fabricom Oil & Gas designs advanced offshore installations
www.amports.nl Amsterdam Seaports No. 2 2009 1�
Although the economic downturn is having a significant
impact on the global goods flow, Amsterdam Seaports
continues to perform relatively well. The energy sector in
general is still growing apace, as shown by the accompanying
picture of NuStar in the port of Amsterdam.
The investments in new quays and storage terminals by
companies such as NuStar, Oiltanking, EuroTank, BP Amsterdam
Terminal (BAT) and Vopak are clearly bearing fruit. Provisional
figures show that 617 oil tankers had already moored in
Amsterdam Seaports by April 14 compared to ‘only’ 612 by 30
April last year.
Some sectors are more affected by the economic situation,
however. This applies especially to dry bulk, container transfer
and Ro/Ro, which are not doing as well compared to 2008.
There has also been a slight reduction in the number of
seagoing vessels visiting the four seaports (Amsterdam,
Velsen/IJmuiden, Beverwijk and Zaanstad): 1914 seagoing
vessels so far, compared to 2028 last year.
Amsterdam Seaports bucks recession trend
www.amports.nl Amsterdam Seaports No. 2 2009 1�
German chemist Professor Michael
Braungart, who gave the opening
lecture, is seen as the spiritual father of
the Cradle-to-Cradle principle. Together
with William McDonough, he wrote the
book Cradle to Cradle: Remaking the Way
We Make Things in 2002. In summary, the
authors argue that it is perfectly viable
to produce food from waste. Braungart
is convinced that it is possible to fully
recycle waste products using industrial
technologies and other processes.
A prime example is concrete, which
extracts harmful substances from the air.
CORUS, A GOOD NeIGHBOUR
Corus was one of the industrial
participants in the symposium. In his
presentation, General Manager Hans
Regtuit outlined how tough it is for a
steel producer like Corus to meet all
environmental regulations. The company
is faced with numerous related laws
and decrees, and Regtuit considers it
an achievement when an integrated
steel producer with over 200 different
emission locations manages to score well
on reducing those emissions.
Cradle to Cradle is an ideal solution
for Corus as steel is a sustainable
product that can be recycled without
compromising on quality. And the
principle applies not only to the product
phase but also (re)use. “We produce steel
as a semi-manufactured product and
are mainly busy with reducing emissions
during steel production,” Regtuit
explains. “We cannot always influence if
and how this steel ends up in sustainable
products. But together with our clients
we aim to minimise the environmental
impact, including weight savings and
reducing the number of harmful micro-
electricity as well as heat for 60,000
households in the city of Alkmaar, around
45 kilometres northwest of Amsterdam.
In addition, the municipality of Zaandam,
directly north of Amsterdam, recently
decided to partner with HVC on a new
bio-energy plant on the North Sea Canal,
which will generate both heat and
electricity.
The energy supplier has further plans.
The company sees the opportunity
for five bio-energy plants and is also
looking to construct two fermentation
plants in the province of North
Holland. In addition, HVC is investing
in fermentation and, in the future, gas
and biomass, a technology that the
company is developing in cooperation
with the Energy Research Centre of the
Netherlands.
www.bamindustrieservices.nl
www.corus.nl
www.hvcgroep.nl
elements in our products.” This second
method is used in copper, for instance.
Regtuit also believes that a sustainable
product approach requires more stimuli
from the market than is currently the
case. “Demand is lagging behind and, as
a result, producers and their clients lack
a major motivational factor for properly
mapping out the sustainability aspects of
steel products.”
BIO-eNeRGy PLANt
Eljo Vos-Brandjes is Strategic and Market
Manager at HVC, a waste management
and energy supply company active
in 55 municipalities in the North of
Holland. “HVC has developed from a
waste processing company to an energy
supplier. We aim to realise large-scale
biomass as an energy source and are
involved in developing the best possible
technologies to close the cycle.”
HVC already has a plant that generates
I N N O V A T I O N
Sustainability is here to stayDutchconstructionfirmBAMorganisedaconferencefortheAmsterdamregioninMarch,focusingonindustrialsustainabilityandtheCradletoCradleconcept–thesmartrecyclingofwasteproductsforfoodandnewproducts.OneofthecompaniesthatpresenteditsresultswassteelproducerCorus.
The exhibition floor showing sustainable industrial products
Dutch Customs are moving with the times,
says Smid, who joined the Management
Team of Customs West in 2008. Customs
West operates in the western Dutch
provinces of North Holland and South
Holland, with the exception of the
Rotterdam ports. Its remit includes
Amsterdam Seaports and Amsterdam
Schiphol Airport (see opposite).
One of Smid’s responsibilities is the
Dutch seaports between Den Helder
and The Hague. He is also in charge of
all activities in the western provinces of
North Holland and South Holland, as well
as being involved in the supervision of the
territorial waters.
“Much has changed over recent years,”
says Smid. “After the introduction of
allows Customs to be more efficient
according to Smid. The number of offices
in Amsterdam Seaports has been cut
back to one service point in Amsterdam’s
western port area.
“Switching from manual to digital working
methods has considerably improved
our effectiveness,” Smid continues.
“Companies no longer have to leave
their offices to deliver their paperwork
and, as of 1 July 2009, will also be able to
submit declarations electronically.” Smid
is convinced that this move will not affect
the presence of Customs in Amsterdam
Seaports. “Although risk assessment of
vessels and cargo increasingly takes place
in Rotterdam, we remain responsible
for supervising the ports. We will still be
available and visibly present in the future.”
electronics we reduced the number of
regional offices from four to one. Because
we understand how the shipping industry
and ports operate, our new starting point
is that our work should delay the flow of
goods as little as possible. We approach
main ports and external borders from a
foundation of trust where possible, and
inspections where needed.”
The Board Member of Customs West
actively touches base with businesses to
find out what is happening in Amsterdam
Seaports.
eLeCtRONIC fORMALItIeS
Clearing goods and vessels, processing
declarations and checking data is
increasingly an electronic process. The
subsequent reduction in paperwork
Eggo Bert Smid at Amsterdam Container Terminals (ACT)
I N N O V A T I O N
20 Amsterdam Seaports No. 2 2009 www.amports.nl
Dutch customs go digital Dutchcustomsarechangingatarapidpace,partlyduetotheimplementationofsmarttechnologiessuchasRFID(RadioFrequencyIdentificationDevice).EggoBertSmid,DirectorofCustomsWest,oneoffourcustomsregionsintheNetherlands,explainsmore.
www.amports.nl Amsterdam Seaports No. 2 2009 21
CeRtIfICAtION
To further simplify matters, Customs
developed a new certification system. To
qualify companies must meet a number
of conditions, which are largely in line
with the obligations they are already
fulfilling. The SSTL (Smart Security Trade
Lane) and so-called horizontal supervision
are Customs’ main objectives, with trust
between the service and businesses
being the starting point. A first step is
the AEO (Authorised Economic Operator)
certificate that will ensure Customs can
keep its dealings with certain companies
to a minimum.
Customs has expanded its cooperation
with companies and other governmental
institutions. “We are, for instance,
brainstorming with the Port of Amsterdam
received by special receptors in various
locations and used for further electronic
processing.” While Smid believes that
this technology would be a huge step
forward, it can only be implemented
when all parties work together. Customs
is also involved in dealing with terrorism,
the environment, port innovations and
cooperation with other port authorities.
Customs currently focuses primarily on
imported cargo during its inspections. “It
would save us a lot of work if these goods
were checked in the country of origin
as more data would be available on the
exported cargo in the country of origin
than when it is imported here. We are
currently working on these issues using
a method that is supported by the World
Customs Organisation.”
about developing a central inspection
area for all government inspections in
the port region,” Smid explains. “We could
also locate our container scan there,
check for hazardous substances and
perform veterinary inspections, saving the
shipping agent time and travel. We are
pleased to be involved in such plans.”
tRIAL PROJeCt
Customs West is currently involved in a trial
project concerning RFID (Radio Frequency
Identification Devices). “When all relevant
data is attached to the cargo with tags,
each party involved can monitor the
goods flow electronically,” Smid says. “This
requires far fewer physical checks, which
is in everyone’s interests: Line services,
stevedores, authorities, inland shipping
companies and clients. The cargo data is
The sphere of activity of Customs West is the provinces of
North Holland and South Holland with the exception of the
port of Rotterdam. The service mainly operates in Amsterdam,
Amsterdam Schiphol Airport, where it checks passenger baggage,
and Rotterdam Airport.
Customs West has a laboratory that checks whether goods are
authentic, contain illegal substances and are categorised correctly.
It is also the national coordinator for security, health, environment
and economic issues, which includes inspections of the import
and export of firearms, munitions and medications.
The Land and Sea Unit of Customs West has around 300
employees, most of whom work in the field (non-stop) in North
Holland and South Holland. They supervise the ports between
Den Helder and The Hague, including monitoring the North Sea
with coastguard vessels. Customs West uses the patrol boat w to
supervise the port area of Amsterdam.
CUStOMS WeSt
The Customs West patrol vessel Kokmeeuw in action
The area between Amsterdam Seaports
and Amsterdam Schiphol Airport is one
of the most important logistical regions
of the Netherlands. In coming years the
air transport by various parties. If all the
plans are realised, ACT will have a surface
area of 141 hectares (see above). Air Cargo
Netherlands, Flower Auction Aalsmeer,
size and diversity of this area will increase,
mainly due to Amsterdam Connecting
Trade (ACT), the name given to a logistical
junction designed for road, water, rail and
The plan for the future Amsterdam Connection Trade, or ACT
I N N O V A T I O N
22 Amsterdam Seaports No. 2 2009 www.amports.nl
THREEBILLIONINVESTMENTINAMSTERDAMCONNECTINGTRADE
Junction of modalitiesThenewlogisticscentreAmsterdamConnectingTrade(ACT)isduetobelocatedsouthofAmsterdamSchipholAirport.Spreadacrossbothexistingandnewindustrialterrain,itwillincludeterminalsfortrucks,inlandshipping,goodstrainsandaircraft.Thetotalinvestmentamountstosomethreebillioneuros.
www.amports.nl Amsterdam Seaports No. 2 2009 23
Air France-KLM, Schiphol Airport
and project developer Schiphol Area
Development Company (SADC) are just a
few of the major parties involved.
The plans for ACT do not entirely revolve
around the future. The most important
and already developed part is the
cargo area of Schiphol, which will be
expanded by a large terminal for trucks.
The initiators also aim to construct a new
inland shipping terminal for container
transhipment.
Another new element is a terminal for
high-speed goods trains to connect
ACT to the European Carex initiative, a
collaboration between various future HST
terminals. Other transhipment locations
are being developed in Paris, Lyon, Liege
and London, followed by Barcelona,
Madrid and Milan. Postal and express
companies as well as railroad companies
will participate in Carex.
is very interested in the ACT project: “With
regard to export we are looking at HST
Cargo which would allow us to quickly
transport flowers to Brussels, Paris and
probably London too. Whether we will
actually do business with them depends
on the transport speed and costs.”
FloraHolland is also looking into container
transport with ‘normal’ goods trains, which
could largely replace road transportation
on longer distances such as to Milan.
ACT is an expensive project. Designing
and constructing all the industrial
grounds, buildings and infrastructure
will cost around three billion euros and
industry will have to account for most of
these costs. As a result the development
of Amsterdam Connecting Trade (ACT)
will be a long-term project and the last
pieces of land are unlikely to be released
until 2035. ACT will create some 15,000
jobs.
UNMANNeD VeHICLeS
One of the most interesting aspects
of ACT is the so-called Uninterrupted
Logistic Connection (OLV), although it
is not exactly clear how this innovation
will work. It may include a free corridor
for trucks or a trajectory for unmanned
goods vehicles. This latter option will
not be realised anywhere in the near
future, says Arjen Donkersloot, Modality
Project Manager at ACT: “Transhipment
to unmanned vehicles requires an extra
link in the logistic chain, as a truck or train
would first have to transport the goods
to their destination. Although unmanned
vehicles are still too expensive with
current technologies, this may change
in the long term.” The costs for OLV are
estimated at between 120 and 220 million
euros, depending on the final objective.
According to Edwin Weenink, Manager
Supply Chain Development, FloraHolland
Forward to the future. The new high speed rail terminal for freight trains near Amsterdam Airport
To produce steel, Corus needs more than
ore, coal and lime, materials used for the
production of pig iron in blast furnaces. It
also requires around 200 kilos of scrap to
produce a ton of steel.
Corus IJmuiden manufactured some
seven million tons of steel in 2008,
for which it used around 1.35 million
tons of scrap. “We produce around 45
percent of that scrap ourselves,” says
Jules Reichenfeld of Corus. “This is steel
that is salvaged after rolling or other
production processes. The remainder is
mainly bought from companies that deal
radioactive or contain asbestos.
ReGULAR SUPPLIeRS
Corus obtains its scrap from a number
of regular suppliers of which three
are located nearby: Koster Metals,
European Metal Recycling and HKS Scrap
Metals. Around 40 percent is imported
from abroad, of which around half is
transported by trucks and half via inland
shipping. Only a small percentage is
transported by train from Germany.
Corus would like to see a change in
this situation. “We would prefer to
in scrap metal.” Last year Corus imported
around 750,000 tons of scrap from third
parties. This figure is expected to fall by
some 25 percent in 2009 as a result of the
economic downturn.
You cannot use ‘any old scrap’ to make
steel. The pieces may not be larger than
1.50 m x 0.50 m x 0.50 metres and must
not contain too many other elements
as this disrupts the production process.
One such element is copper and the zinc
percentage should also be very low as this
heavy metal can cause contamination.
And, of course, scrap should not be
Bijschrift
I N N O V A T I O N
2� Amsterdam Seaports No. 2 2009 www.amports.nl
FORTYPERCENTOFCORUSSCRAPFROMABROAD
No steel without scrapOneofthematerialsusedintheproductionofsteelisscrap.CorusIJmuiden,situatedwithintheAmsterdamSeaportsarea,buysaround750,000tonsayear.
Scrap storage at Corus
www.amports.nl Amsterdam Seaports No. 2 2009 2�
transport up to 80 percent via inland
shipping,” explains Reichenfeld. “This would
considerably reduce the number of trucks
on the roads to Corus and on our own
premises. In addition, dealing with a small
number of vessels instead of numerous
lorries would make our administration far
simpler.”
Another reason to reduce the number of
kilometres travelled by road is that steel
production is set to increase. The current
recession will not change the long-
term prognosis of a rising demand for
steel, and therefore scrap. A large ladle
furnace due to be installed at Corus in
the fourth quarter of 2009 will also add
to the demand for scrap. “This equipment
allows us to manufacture steel types
of the highest quality,” Reichenfeld
concludes. “Once the furnace is in use we
will require another 200,000 to 250,000
tons of scrap each year.” Adding scrap during steel production
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Depot B: Corsicaweg 6 - Westpoort 5031 - Amsterdam Modification containers and cabins Reefer service
The official presentation of Portbase
in Rotterdam was a festive occasion
accompanied by a glass of champagne.
The new port communication system
replaces Amsterdam Seaports’ PortNET
and the Port infolink system used by
the Port of Rotterdam, combining
all logistical information from both
seaports. This mainly involves incoming
cargo from seagoing vessels, the storage
and distribution of goods, and transport
into the hinterland.
According to Verhagen, both parties
decided in October 2008 to switch to one
coordinating system as soon as possible.
“The synergetic benefits are important
but so is the obligatory electronic
declaration from Dutch Customs. This so-
called Export Control System (ECS) comes
into effect on 1 July and will probably
double the volume of electronic traffic.”
fOUR SeRVICeS
PortNET, the system of Amsterdam
NAtIONAL SySteM
“Portbase is designed to become the
national system for all Dutch seaports,”
say Iwan van der Wolf and Erik Verhagen,
the two new Directors of Portbase. “The
reason for the merger is simple: Many
ship brokers and shipping companies
as well as stevedores and carriers work
in both ports and prefer working with
one registration and documentation
system that includes all procedures and
processes.”
The initiators of Portbase toast the official launch
I N N O V A T I O N
26 Amsterdam Seaports No. 2 2009 www.amports.nl
AMSTERDAMANDROTTERDAMSEAPORTSTEAMUPTODEVELOPPORTBASE
The best of both port community systemsLastMarchsawtheportauthoritiesofRotterdamandAmsterdamtoastthelaunchofPortbase,amer-geroftheirrespectivecommunicationsystems.ThegoalistoensurePortbasebecomesthenationalsystemforallDutchseaports.
www.amports.nl Amsterdam Seaports No. 2 2009 2�
Seaports, had been in use since 2000 and
was two years older than Rotterdam’s
Port infolink, which was used for a much
larger number of messages and users.
The initial applications of PortNET were
used by customs and the port authorities
for electronic declarations and, later, by
the Royal Netherlands Marechaussee for
checking passengers and crews.
Rotterdam’s Port infolink is considerably
larger. In the past year, private businesses
and the port authorities exchanged 23
million electronic messages, an increase
of nearly 60 percent compared to 2007.
The Rotterdam system currently has
around 3,000 users in 1,250 companies.
Port infolink consists of three parts: An
information and communication system
with 25 services, a platform with public
facilities, and a central database that
collects all the information exchanged
by businesses and authorities. Eight new
services were added in 2008, including
nation,” said Dertje Meijer, Commercial
Manager Port of Amsterdam, during the
official presentation. “Together, Amsterdam
and Rotterdam form the largest port in
the world.” Meijer also indicated that main
port Amsterdam Schiphol Airport might
also become involved in Portbase at a later
stage, creating one coordinating system for
all Dutch main ports.
André Toet, COO Member of the Executive
Board of the Port of Rotterdam, thinks
the cooperation between both ports was
inevitable: “The investments for projects
such as Portbase are so immense that they
cannot be carried by one port alone.” In
its starting phase Portbase will cost an
estimated 8.5 million euros, which will be
met by the two port authorities as well as
private businesses.
www.portbase.com
www.portinfolink.com
www.portnet.nl
the possibility to report hazardous
substances and specify seaport duties.
SeCURIty
An extensive system such as Portbase,
with thousands of users and millions of
electronic messages, obviously requires
top-of-the-line security for both the
database and the electronic traffic. In
this context, Portbase performs regular
security audits in partnership with a Dutch
consultancy firm.
The foundation for Portbase is formed
by the current services provided by
Port infolink. “Naturally we will adapt
the system’s functionality to ensure
ease of operation for PortNet users as
well,” Van der Wolf adds. “Some sixty
permanent employees are involved in
system management and developing new
services.”
AMSteRDAM AIRPORt
“Holland is pre-eminently a logistical
Graham Wastell is pleased to show us
his recently opened new offices, which
feature a wealth of steel and glass. “We are
now much more centrally located than
our former office near the port and closer
to our main customers,” says the director.
Celebrating its 12th birthday this year,
Silver Star Agencies came about after
a merger between Wastell’s company
GW Agencies and Transworld Marine
Agencies, where partner Rob Veldhuis
was General Manager.
Ship brokerage wasn’t entirely new to
Wastell when he started working in the
industry around 1990. “I come from a
British-Dutch family and was raised in
England. My uncle had a ship brokerage
in Rotterdam. I became a water clerk at
ship brokerage Ronanco Agencies in
office in Rotterdam with a manager and
water clerk since 2005.”
During 2008 Silver Star Agencies
handled 617 vessels, including nearly
500 in Amsterdam and 120 in Rotterdam.
This represents a major increase on
the 350 vessels in 2005, and Wastell
believes that his ship brokerage will
not be immediately affected by the
current downturn. “I think we can keep
on growing in the tanker market as
it is relatively anticyclical. At times of
economic hardship oil prices fall, which
means people drive their cars more often.
This means more supplies to oil terminals
and more work for us.”
In its relatively short lifetime Silver Star
has grown into the second tanker agent
1990, where I led the Amsterdam branch
almost single-handedly for around 18
months.”
Due to the poor economic climate in the
early nineties Wastell lost his position
and decided to continue for himself. “I
established my ship brokerage company
Graham Wastell (GW) Agencies in 1993,
and four years later this became part of
Silver Star Agencies, specialised in tankers,
bulk goods and mixed cargo.”
ALL tyPe Of SHIPS
Veldhuis and Wastell remain directors
and majority shareholders. “Silver Star
currently manages all types of ships,
including cruise and container vessels,
and has nine people working at the main
office in Amsterdam. We have also had an
I N N O V A T I O N
2� Amsterdam Seaports No. 2 2009 www.amports.nl
SILVERSTARAGENCIESGROWSAPACE
“There are always chances for brokers”Overthepast12years,SilverStarAgencieshasbecomethesecondlargesttankerbrokerinAmsterdamSeaports.MeetGrahamWastell,oneofthetwodrivingforcesbehindthissuccessfulcompany.
One of the tasks of Silver Star Agencies is ship-ship transfer between tankers
Graham Wastell (left) and Rob Veldhuis in the new offices of Silver Star
Agencies
www.amports.nl Amsterdam Seaports No. 2 2009 2�
in Amsterdam Seaports, a respectable
distance behind Vopak. “Vopak works
partly in a different market segment
- with large oil companies, the so-called
majors. We are still too small for that, but
who knows what the future will bring,”
Wastell adds with a meaningful smile.
There are certainly some ambitious
plans for growth at Silver Star. “In 2007
we started a tanker agency in Ventspils,
Latvia,” Wastell continues. “This port is a
strategic transit and export harbour for
the Russian oil industry and our office
there already has nine employees.”
INVeSteRING IN tHe fUtURe
According to Wastell, IT forms an
important element in the corporate
strategy of Silver Star Agencies. ”I have
been working with IT systems for the
shipping industry since 1990. Initially this
included calculation programmes for total
harbour costs, known as disbursements
new joint Portbase system of the ports
of Amsterdam and Rotterdam via the
internet. This is an excellent example of
synergy and forward thinking.”
www.silverstar.nl
accounts. This allows us to make very
precise calculations of the costs of locks,
tugging, mooring, waste levies and so
on. Our IT specialist is currently working
on an improved version which will
allow users to make contact with the
Graham Wastell
advertentie
Spliethoff and the Maritime Academy
Amsterdam, a regional educational
institute for various maritime professions,
first joined forces in the IGO2C project
in 2007. Their goal was to create better
work experience options for second-
year students in intermediate vocational
education (mbo). Special facilities were
installed onboard eight new Spliethoff
vessels, which will be delivered from
September 2009 onwards. The students
onboard are led by a special training
According to Erwin Meijnders, Personnel
Director of the Spliethoff Group, all parties
involved are enthusiastic, including the
company itself, the Maritime Academy, the
students and the coaching team.
With over 100 vessels, 2,000 staff and
offices in 42 countries, Spliethoff is one
of Holland’s largest shipping companies
and is regularly confronted with the
shortage on both the international and
Dutch maritime job markets. In the past
officer.
With this project the Maritime Academy
aims to halve the number of students
dropping out of intermediate education.
In 2008, the joint initiative won two major
Dutch awards, including one from the
Royal Dutch Association of Shipping
Companies (KNVR).
Last March, a symposium on the current
project results took place in the main
offices of Spliethoff in Amsterdam.
Students of the Maritime Academy Amsterdam during the pilot for the IGO2C project
I N N O V A T I O N
30 Amsterdam Seaports No. 2 2009 www.amports.nl
SPLIETHOFFSHIPPINGCOMPANYBUILDSEIGHTVESSELSWITHTRAININGFACILITIES
Students ahoy!TheprojectIGO2C(‘Igotosea’)byAmsterdamshippingcompanySpliethoffhasreachedthehalfwaystage.Theconstructionofeightspecialtrainingvesselswithextraworkexperiencefacilitiesforstu-dentsfromtheregionalMaritimeAcademyAmsterdamstartedtwoyearsagoandallpartiesinvolvedaredelightedwiththeresultssofar.
www.amports.nl Amsterdam Seaports No. 2 2009 31
Spliethoff has needed so many crew
onboard that little space remained for
training. For this reason the company
contacted the Maritime Academy, which
in turn has trouble finding suitable work
experience placement opportunities.
MADe IN CHINA
For the IGO2C project, Spliethoff is
building eight training vessels at a
shipyard in China. These commercial
vessels are 156.90 metres long and 22.80
metres wide. The training facilities include
an additional training bridge above the
actual bridge as well as other amenities
for eight students and a training officer
such as cabins, a classroom and a social
area. The Chinese shipyard will be
delivering one vessel every month from
September, and the first two should be
operational by January 2010.
eNtHUSIAStIC ReSPONSeS
Paul van Lith, first helmsman at Spliethoff
and training officer, explains how IGO2C
works in practice. He is leading the pilot
hours and the role of the teacher as
well as observing the cooperation with
schools, the inflow from lower secondary
professional education and the flow
through to the job market.
tRAINING OffICeRS
Spliethoff’s Personnel Director Erwin
Meijnders underlines that in addition
to noble motives, the company has a
vested interest in the success of IGO2C.
The shipping company hopes to see
students returning after their graduation,
especially in sailing functions. The eight
vessels, with a life expectancy of 25 years,
will generate a large number of work
experience placements. As yet, the major
problem seems to be finding sufficient
training officers and Meijnders has
asked the Maritime Academy to supply
candidates. Spliethoff is also roaming its
own personnel files but due to the current
shortages in the employment market, it is
likely that these training officers will need
to be recruited from abroad.
www.spliethoff.com
three-week placement for Maritime
Academy students on the container
vessel Pulpca. This internship represents
the daily routine on Spliethoff’s new
vessels including education, watch
duties, assisting the first helmsman on
the bridge and replacing components
in the engine room. The students have
modern communication and educational
tools at their disposal such as laptops
and a wireless network for contacting
the Maritime Academy on shore, and
coaching is individually based. Van Lith
says that the students’ have been very
enthusiastic about these pilot placements,
who describe it as a unique but intensive
experience. It is by no means easy for
these maritime students to comply with
a strict safety regime, including wearing
protective clothing and special footwear
for three weeks on the trot.
The scientific coaching is equally
intensive, including regular evaluations
by teachers, the training personnel and
crew. These involve didactics, study
Artist’s impression of one of Spliethoff’s new training vessels currently under construction at a Chinese shipyard