port special breakbulk eng

8/3/2019 Port Special Breakbulk Eng

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PortspecialRotteRdam BReaKBULK poRtA varied impression of how the Port of Rotterdam anticipates the near and distant future

oCtoBeR 2009 RotteRdam SteeL poRt!

JUmBo CReateS ItS oWN maRKet

FRUIt oN tHe moVe


2/17

INtRodUCtIoN

CoNteNtS

Does the vessel call at the port because of the cargo,

r do cargoes come to the port because of the ship?

s the old chicken & egg dilemma that features promi-

ently in this Breakbulk Special. As so often, the truthwill no doubt lie somewhere in between. Whatever the

utcome, it makes no difference to us at the Port of

Rotterdam Authority. Our mission is to pull together

with port companies to make Rotterdam as attractive

s possible for all the logistical chains in the break-

ulk sector. From the North Sea into the European

nterior and vice versa: our aim is to always be the

ort of choice for every player, offering clear added

alue.

Although maybe breakbulk doesnt spring into mind

rst when Rotterdam is mentioned, a lot has hap-

ened in the past few years which clearly puts the port

n the map as a breakbulk port. For a number of

ears now we have been working flat out on upgrading

06 Open in autumn 2009!

07 Full steam ahead or Stena

08 Wonder Wheels

09 Specialist in exeptional projects

12 Market leader in orest products

16 Breakbulk and RoRo terminals18 Non-errous metals

are serious business

19 For now and in the uture

22 All encompassing steeland metal logistics

23 Service menu ull o added value

24 Antwerp has the reputation,Rotterdam the possibilities

26 Matchmaker or supply& demand

27 New lan in old port erea

28 At your service!

30 Trump card inland shipping

31 Your partners in business

our offering for steel, non-ferrous metals, fruit, forest

products, automotive, heavy lift and project cargoes.

This magazine features many of the successful cases

so far.

Of course the current economic crisis has also hit the

port. These are difficult times for everyone. But

Rotterdams strength is in part due to the willingness

of the Port Authority and private port enterprises to

continue to invest - even now. The companies

featured in this magazine are excellent examples of

this, but theyre certainly not the only ones. Together

we are readying Rotterdam breakbulk port for a

sustainable future with optimal services provision at

all times.

Emile Hoogsteden

Director Containers, Breakbulk & Logistics,

Port of Rotterdam Authority

CoLopHoN

Port Special is a business-to-business

publication of the Port of Rotterdam

Authority. Please contact our Marketing

Communication Department with any

questions or suggestions you may have

regarding the contents.

Copy Rob Wilken (editor-in-chief),

Rob Schoemaker

Translation Dean Harte, Niall Martin

Photography Eric Bakker

Layout Smidswater

Printing Nieuwsblad Transport

Chief editor Port of Rotterdam

Moni Otte

Port of Rotterdam Authority

The aim of the Port of Rotterdam

Authority is to enhance the port of

Rotterdams competitive position as a

logistics hub and world-class industrial

complex. Not only in terms of size, but

also quality. The core tasks of the Port

Authority are to develop, manage and

run the port in a sustainable way and to

maintain a speedy and safe service for

shipping.

Facts and figures for the Port Authority

and the port of Rotterdam:

Port Authority: 1200 employees,

turnover approx. 450 million euro.

www.portofrotterdam.com

Port area: approx. 10,500 ha (5,000 ha

of which commercial sites, 3,500 ha

water and 2,000 ha rail lines, roads,

service corridors and greenery).

The length of the port area is approx.

40 km.

Direct employment: over 70,000 jobs.

Goods throughput: over 400 milliontonnes of goods per annum.

Shipping: approx. 34,000 ocean-going

vessels and 133,000 inland vessels per

annum.

No rights can be derived from this

publication.

For more information:

P.O.Box 6622,

3002 AP Rotterdam,

The Netherlands

T +31 (0)10 2521010

F +31 (0)10 2521020

E [email protected]

www.portofrotterdam.com

20

14

04

10Fruit on the moveFruit terminal operator Seabrex is under-

going major changes.

The uture o breakbulk lies inRotterdam

About a quarter o a century ago, theuture o breakbulk seemed ar rom

rosy in the port o Rotterdam.

Jumbo creates its own marketJumbo has added a new dimension to

the provision o logistics services.

Rotterdam Steel Port!The global transport o steel is expected

to considerably grow in the uture.

PORTSPECIAL RotteRdam YoUR WoRLd-CLaSSBReaKBULK poRt 3


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The global transport o steel is expected to considerably grow in the uture.In anticipation o this, Rotterdam is investing substantially in new acilities andservices. With that, the port is explicitly gaining a oothold as an alternativeEuropean steel hub.

According to the vision of Rotterdam, there are three

major trends which will fuel the global transport of

steel. Globalisation is the first one. Yvonne Kagchel-

land, director Stevedoring & Logistics Operations at

C. Steinweg Handelsveem: The production of steel

will increasingly shift from Europe to emerging

countries where the costs are lower and environmen-

tal legislation is less stringent. Major new production

countries are China currently already responsible for

50 percent of all global production India and Brazil;

Turkey and Russia are also gaining ground in this

respect. From Brazil, for example, so-called slabs

a semi-finished steel product will soon be trans-

ported to ThyssenKrupp in Germany via the new

Steinweg Deepsea Steel Terminal in Rotterdam (see

page 6). This kind of steel transport, which partially

replaces the transport of iron ore, also holds an

additional benefit in terms of shipping. Kagchelland:

Where bulk carriers are more limited to find return

cargo, the multi-purpose ships can flexible be used for

general export cargo.

SpeCIaLISatIoN aNd CoNSoLIdatIoN

A second trend in the steel industry is specialisation.

In order to achieve higher margins in relation to the

low-value mass production from China, steel produc-

ers are focusing on specific niche markets such ashigh-end products (SSAB), the automotive industry

(Thyssen Krupp) and pipes and tubes (Valourec

Mannesmann). Eric Oosterom, General Manager

of DFDS Multi Terminal. For the foreseeable future,

quality will continue to be one of Europes

distinguishing strengths.

The trends of globalisation and specialisation will

subsequently lead to consolidation as well. Due to

historical reasons, the steel industry is pretty frag-

mented. For strategic reasons, each country used t o

have its own steel production. Through the acquisition

of a large number of these national darlings Arcelor

Mittal has by now developed into a real and by

far the largest steel multinational. A further consoli-

dation among steel producers, for example in China,

can be expected.

RotteRdam SteeL poRt!

RotteRdamS SteeL StRategY

The three trends combined will in the future inevitably

result in the further growth of cargo flows. In 2005, this

spurred the Port of Rotterdam Authority to designate

steel as a spearhead within the breakbulk sector. In

conjunction with the business community, a strategy

has been developed aimed at globally promoting

Rotterdam as a steel port. The two-stage rocket

launched to this extent consisted of the acquisition of

new cargo to fuel the already existing port capacity of

5 million tonnes and, with the future in mind, the

creation of new space. Each from their own visions and

strengths, companies have picked up this challenge,

with the Steinweg Deepsea Steel Terminal, Broekman

Distriport and DFDS Multi Terminal being the most

prominent examples. With a strong focus on the long

term, Rotterdam is ready to annually handle 8 million

tonnes of steel extra.

LogIStICaL HUB

An additional advantage for Rotterdam in this current

economically difficult climate is that companies in the

steel industry are even more critically scrutinising their

logistics costs. The port offers clear advantages in this

respect. Rotterdam is situated directly on the North Sea,which saves hours of sailing time compared to ports

which are situated more inland. With a depth along the

quay of up to 16.65 metres, the terminal operators can

receive the largest steel carriers without any restrictions

related to locks or tides. Furthermore, the port has a

highly extensive feeder system. This makes Rotterdam

an ideal hub for the onward European distribution of, for

example, Asian steel to the UK, Scandinavia, the Baltic,

Iceland, etc. In terms of transport across the European

continent, inland shipping constitutes an unbeatable

trump card. With one single inland barge, substantial

volumes of steel can be taken deep into Europe. And

thanks to the new dedicated Betuweroute cargo railway

line to Germany, rail is also offering increasingly more

possibilities. Frank van der Gevel, Managing Director of

Broekman Distriport: It is the overall scale of Rotterdam

that makes us strong.

Full speed ahead

Its full speed ahead for

Rotterdam Steel Port.

Eric Oosterom,

General Manager of

DFDS Multi Terminal,

Yvonne Kagchelland,

Director Stevedoring &

Logistics Operations at

C. Steinweg Handelsveem

and Frank van der Gevel,

Managing Director of Broekman

Distriport (from left to right) are

ready to in mutual competition

direct as much steel as

possible through Rotterdam.

extRa eFFoRtS

In addition, the Port Authority is exercising extra

efforts to bind shipping lines, cargo owners and

traders to Rotterdam and to match them to one

another, also in terms of imports and exports (also see

page 26). As a quality port, the ambition is to provide

each of the many players in the steel chain with the

best possible logistics solutions. An additional plus

in that respect is that the leading London Metal

Exchange (LME) has now also certified Rotterdam f or

the storage of steel. Van der Gevel: Partially because

of the economic crisis, purchasing patterns are

changing. Companies are more critical as regards

their stocks and they are to a greater degree turning

to third parties for storage. From there, it is important

that the steel can quickly and flexibly be moved to the

customer. Furthermore, companies in Rotterdam are

continuously investing in the education and training

of their people. After all, the treatment of steel is truly

a specialised field that should be done properly and

safely. People make the difference, says Oosterom

about this. Recently, we therefore once again offered

all our staff on the quay a ten-day course. The

flexibility with which dock workers can be deployed

makes Rotterdam even more attractive in that respect.

They wont tell you no in Rotterdam.

tHeY WoNt

teLL YoU No

IN RotteRdam

pHotoEric Oosterom, Yvonne Kagchelland and Frank van der Gevel



4/17

From Rotterdam, Stena Line maintains three services

to the UK. Two of these services (Harwich and

Killingholme) have the terminal on the north bank of

the port at Hoek van Holland as their starting point

and terminus; the third service sails between the

terminal on the south bank in Europoort and Harwich.

The latter has been a full member of the Stena family

since the autumn of 2008. Although Stena already

took over the route Europoort Felixstowe from P&O

Ferries in 2002 (and changed the port of call to

Harwich), the stevedoring services at Europoort were

still carried out by this fellow ferry operator until last

year. De Lange: With the Europoort terminal under

our own management, we can operate more flexibly

and cost-efficiently. We invested 8 million euros in

taking over and upgrading the facilities. In 2010, the

Port of Rotterdam Authority will in addition start with

the necessary renewal of the quay walls. This

investment, involving approximately 20 million euros,

will be implemented in such a manner that Stena will

have the option of adding a second berth here from

2013 on.

UNSURpaSSed LoCatIoN

Whether Stena Line will immediately utilise this option

for a second berth depends on how the market

develops. RoRo transport to the UK has been severely

affected by the economic crisis. De Lange: Nobody

knows exactly when, but at some point the market will

recover. The UK is home to some 65 million consum-

ers. Because of the crisis and the weak pound, they

have started to drastically economise. But that will not

be the case forever. In addition, I expect that the

Olympic Games of 2012 in London will have a positive

impact; a lot still needs to be constructed for that.

The Area Director North Sea has no doubt whatsoever

that Rotterdam still is and will continue to be the ideal

RoRo port for the UK. Especially for RoRo cargo to

and from London and everything north of this city, the

geographic location of Rotterdam is unsurpassed; alsoin relation to Germany, for example, where a lot of

cargo originates from.

NeW FeRRIeS

In anticipation of that future growth, Stena has four

ferries on order to replace current capacity: two in

Germany, whereby the delivery date is uncertain at

the moment due to problems with the shipbuilding

yard, and two in Korea, which will be delivered in

2011. Combined, an investment of more than 600

million euros is involved. In view of the current market

situation, the new vessels however are not really

necessary at the moment. De Lange: But when the

market picks up again and that will happen we will

definitely need them.

FULL Steam aHead FoR SteNa

Sooner or later, the market willinvariably pick up again, says Pimde Lange, Area Director North Seao Stena Line, with rm conviction.By means o new erries and anupgrade o one o its two Rotterdam-based RoRo terminals, the erryoperator will be ully ready or thismarket recovery. When all is saidand done, the location o Rotterdamin relation to the UK simply cannotbe beaten.

Shore-side electrical power

for clean environment

Stena Line and the Port

of Rotterdam Authority are

working together in a project

to supply the future ferries

with shore-side electrical

power in the port instead

of using the ship generators

for electricity. This saves

a lot of fuel and is good for

the environment.

De Lange: We have just

approved the necessary

additional investments to the

ships for this.

In November 2009, the SteinwegDeepsea Steel Terminal at theMaasvlakte will come on stream.From that moment on, the portcompany C. Steinweg - Handelsveemwill hold a major new deep-watertrump or the state-o-the-art handlingo steel products. Director oStevedoring & Logistics OperationsYvonne Kagchelland: Rotterdamwill soon be able to oer sucientcapacity or the steel industry.

The Steinweg Deepsea Steel Terminal does justice

to its name. With a depth along the quay of 16.65

metres, mini Capesize vessels of up to 130,000

tonnes dwt will be able to call at the terminal 24 hours

a day without being hampered by tidal restrictions and

locks. In addition, it takes a ship a mere hour and

a half to get from the North Sea to the quay. That is

significantly shorter than in other ports in Western

Europe. After a long period of preparation, Steinwegs

Yvonne Kagchelland is therefore eagerly anticipating

the opening of the terminal. As a steel port, Rotter-

dam will soon be able to offer required capacity.

LaUNCHINg CUStomeR

The new Steinweg Deepsea Steel Terminal is a joint

greenfield investment of the Port of Rotterdam

Authority and C. Steinweg - Handelsveem, which was

established in Rotterdam in 1847. Thyssen Krupp

Steel will serve as the launching customer and has

committed itself for a period of ten years. To provide

its steel mills in Germany with additional raw materials,

the steel producer will use the new terminal to import

slabs a semi-finished steel product from Brazil.

FULLY INtegRated

Thyssen Krupp will fully integrate the Steinweg

Deepsea Steel Terminal in its logistics chain. In Brazil

each slab will be fitted with a tag containing all

relevant data. This tag can subsequently be read by

means of RFID at each critical point up to the steel

mill in Germany. The new Rotterdam terminal will be

fully equipped with RFID technology for this as well.

Its not the only innovation though. Kagchelland:

On the waterside, we will work w ith four gantry

cranes which will discharge the slabs, with a maximum

weight of 36 tonnes, from the vessels using magnets.

The trains bound for Germany are also loaded with

fork-lift trucks fitted with these magnets.

eNVIRoNmeNt-FRIeNdLY

In terms of hinterland transport, the slabs will be

moved by inland shipping and by rail, adds Kagchel-land to the list of unique features. This has been

contractually established with the Port of Rotterdam

Authority. To this extent, the Steinweg Deepsea Steel

Terminal will have an own rail connection with direct

access to the Betuweroute to Germany.

5 mILLIoN toNNeS

With the initial Thyssen Krupp volumes, the Steinweg

Deepsea Steel Terminal has far from reached its

maximum handling capacity of 5 million tonnes per

year. Kagchelland: Taking our comprehensive

customer-oriented service as our starting point, we

as Steinweg will actively focus on the acquisition of

new import and export volumes.

opeN INaUtUmN2009!

IN ItS CapaCItY

aS a SteeL poRt,RotteRdam WILL

ooN Be aBLe to

oFFeR ReqUIRed

apaCItY

When all is said and

done, the location of

Rotterdam in relation

to the UK simply cannot

be beaten

pHoto Pim de Lange

einweg Deepsea

eel Terminal

12 hectares in size

500 metres of quay

16.65 metres depth

along the quay

5 million tonnes of

handling capacity

pHoto The new Steinweg Deepsea Steel Terminal



5/17

Eectively the name says it all:Broekman Project Services oersa complete service or specialand unusual cargoes. For manycustomers, its combination o a multi-purpose terminal with a heavy-litcentre oers signicant added value.Thats why talks are underway withthe Port o Rotterdam Authority on

urther expansion.

they have all the materials they require and will even

book accommodation for them if necessary as well as

taking care of the paperwork.

exCeLLeNt CoopeRatIoN

Broekman Project Services regards each cargo to be

handled as a work of art in itself. The challenge every

time is to realise the clients specific wishes at the

best possible price. Broekmans clients are diverse,

and include many major heavy lift shipping companiessuch as Rotterdams Jumbo, which is a frequent

visitor.

expaNSIoN oN tHe CaRdS

Broekman Project Services hopes to further expand

on the unique opportunities offered by the heavy lift

centre in the future. The current facilities are flanked

by several more old factory buildings. Under Rotter-

dams ambitious urban renewal scheme the sites

designation however remained uncertain for quite

some time. Meanwhile the municipal authorities have

decided to develop the so-called RDM East site as a

maritime industrial zone. Kriek: Talks are well

underway with the Port of Rotterdam Authority on how

we can further extend our services provision here.

Broekman Project Services is located at the entrance

to the Waalhaven. Using the facilities of the former

shipyard and machinery factory RDM, the company

offers a unique combination of maritime and high-

quality semi-industrial services. Commercial manager

Hans Kriek explains: We operate a multi-purpose

terminal which is flanked by a heavy lift centre

equipped with a 750 tonne overhead crane for the

execution of all possible operations with regard to

heavy lift and project cargoes. This could be compo-

nents for a power station, ships engines... You name it.

FRom a to Z

A random example Kriek recalls is the skid for offshore

measuring 14 by 8 by 12 metres (length, breadth,

height), that was put together in the heavy lift centre

over a period of ten months as part of a bigger project

(see photo). This morning the colossus was trans-

ported to the terminal and hoisted by a floating

sheerleg crane onto a pontoon for onward transport to

the client. Kriek: All the facilities pertaining to these

sorts of projects and often much bigger ones we

can execute or organise, such as on and offloading,

storage, assembly, packaging and onward transport.

We dont have any technical staff in house for the

assembly activities, theyre most of the times

despatched by the customer. However, we do ensure

pHoto Peter van der Pluijm

For close on eighty years RHB Stevedoring & Ware-housing in Rotterdams Waalhaven has specialised inbreakbulk, heavy lit and project cargoes. The acquisitionn 2008 o a mobile port crane capable o liting up to208 tonnes has added a urther dimension to the rangeo services that the amily-owned concern oers its inter-

national clientele.

WoNdeR WHeeLS

specialist inexceptionalprojects

RHBs owner-director Peter van der Pluijm isnt one

to hog the limelight. But when the talks turns to his

Liebherr LHM 600 S mobile crane acquired last year,

he beams with pride. And rightly so. The 78 metres

high yellow crane is an imposing sight. Whats more,

with its 13 axles and 104 wheels the crane is also

extremely mobile. It can shift position on the quay in

no time. And despite its enormous size and weight

it tips the scales at no less than 600 tonnes this

giant works with centimetre precision, irrespective of

what its carrying.

Impressive statistics, but of course, ultimately, its the

added value that counts. Van der Pluijm: Alongside our

eight multi-purpose cranes capable of hoisting 55 tonnes

we have plenty of work for this crane. Theres a great

range of project cargoes of up to 200 tonnes. At RHB

were now able to handle those kinds of cargoes quickly

and flexibly ourselves. However, the easy availability

of floating sheerleg cranes with a hoist capacity of up

to 1500 tonnes is still also an important plus point for

Rotterdam port, Van der Pluijm emphasises. Of course

we happily hire those cranes when necessary.

100 peRCeNt SteVedoRe

RHB concentrates exclusively on handling and storage.

Prior and onward transport is left to the customers via

RHBs own rail link, inland barge or truck. Van der

Pluijm: That makes us attractive to forwarding

companies. We are no way a competitor. In the small

world of heavy lift and project cargoes RHB is a

well-known name for many of them. The same holds

true for heavy lift shipping companies such as BigLift,

Spliethoff, SAL, Beluga and Coli.

BIg IN StoRage

Heavy lift and project cargoes constitute around 50

percent of the volumes handled by RHB. The other half

comprises mainly steel and non-ferrous metals. Our

warehouses are LME-certified to store such cargoes,

says Van der Pluijm. All in all, we have more than

15,000 square metres of covered storage and a further

30,000 square metres in the open air. Of that weve

strengthened a part specially in order to store heavy

loads.

80 YeaRS

Founded by Van der Pluijms grandfather, RHB is due

to celebrate its 80th anniversary in 2010. This vener-

able old age doesnt prevent the company from

constantly updating and improving its services

provision. The multimillion euro purchase of the mobile

crane is visible proof of that, but theres more: In

consultation with the Port of Rotterdam Authority we

have been able to expand the site flanking our 730

metres of quay by 10 percent to create extra space

for the storage of heavy loads, Van der Pluijm

explains. Next year we also plan to demolish one of

our older warehouses and replace it with a new one

that will be much taller and larger.

Broekman Project Services

Multi-purpose terminal with

280 metres of quay, draught

of 10.5 metres, four cranes

(max. 45 tonnes) and

4000 m of covered storage;

Heavy lift centre with close

on 23,000 m of hall and

overhead cranes (max. 750

tonnes).



6/17

Fruit terminal operator Seabrex is undergoing major changes. Increasinglyruit and vegetables are being shipped in containers, the company has re-cently come under new ownership and it is also conducting talks aimed atrelocating the existing ruit cluster on the ports north bank to the south bankwithin the next ew years. For a successul uture we need urther economieso scale.

Of the 800,000 tonnes of overseas fruit and vegeta-

bles we handle annually, more than half now arrives

by container, calculates Seabrex Managing Director

Herman de Knijf. As in other sectors, the company

is seeing more and more containerisation. Broadly

speaking we receive fruit and vegetables in t hree

different ways: either by conventional reefer with

breakbulk in the hold and containers on deck, or bysmall container vessels purpose-fitted for reefers,

or via the major deep-sea container shipping lines.

For the latter we fetch t he reefer containers from the

container terminals by truck or inland barge. In a good

year, well handle some 20,000 to 25,000 containers.

But we too have been hit by the downturn. De Knijf

sees containers continuing to grow their share of

the fruit logistics market in the future. And then Im

talking about several tens of percent more, he says.

Prior to onward distribution Seabrex stores all

incoming fruit and vegetables in one of its many

climate controlled warehouses, which together

account for a total area of 270,000 square metres.

De Knijf: Each type of fruit requires its own optimal

temperature.

RotteRdamS maJoR StReNgtH

Rotterdams major strength is that it offers the

possibility of combining the various fruit and vegetable

flows here in the region, De Knijf adds. Imports from

overseas, local produce and incoming produce by

road from southern Europe: it all gets shipped out in a

single package to European supermarkets. The regionnumbers a large concentration of traders. An esti-

mated 1500 trucks leave here daily, of which eighty

percent are bound for destinations over the Dutch

border. Not one of t hose trucks leaves half-empty.

A truck loading local produce in the Westland or in

Barendrechts trade centre (both on Rotterdams

outskirts, ed.) in the morning will go on to load up

overseas produce at our terminal or vice versa.

FReSH CoRRIdoR

The rise of the container in fresh logistics is one of the

most important reasons to think about a new concept

for handling fresh fruit and vegetables in the port of

Rotterdam in the near future. De Knijf: A further

argument is that we will have to make room on the

north bank for housing. That said, relocation will

above all offer new opportunities, the managing

director emphasises. In one step we can convert from

the current, first generation fruit terminal to a third

generation facility thats purpose built to handle

container flows. The concept for this is currently

being worked out by Fresh Corridor, a multi-faceted

project to improve Dutch logistics for fresh produce.

De Knijf chairs the working group which is shaping

Rotterdams future fruit centre. The chosen location

is a yet to be determined site in the Waal-/Eemhaven

area on the south bank. That means proximity to

deep-sea and shortsea terminals for container

handling so that we can take advantage of existingintermodal connections into the hinterland. As

examples he cites the rail shuttles that leave daily

from the Rail Service Center Rotterdam bound further

inland in Europe and the many container barges

calling at the Waal-/Eemhaven. Its a utopia to think

that we could fully load a complete ship or train bound

for the German Ruhr region with only reefer cargo.

But in the Waal-/Eemhaven area we can easily add to

existing transports using these modalities. Shortsea

also offers new opportunities. De Knijf predicts that

imports of fresh produce from southern Europe wont

always continue to come by road. Road transport is

facing too many restrictions and that makes a switch

to shortsea more likely, he says. Outbound this

modality also presents opportunities. Instead of

vegetables and fruit travelling to Scandinavia by truck,

we can top up cargoes on shortsea vessels bound in

that direction.

ReLoCatIoN IN 2012 oR 2013

De Knijf believes that a relocation to the south bank

can become a reality as early as 2012 or 2013

due in part to the economic crisis that has resulted

in greater flexibility on matters normally requiring

protracted and tough negotiations. Weve managed

to round off two years worth of talks in just twelve

months, De Knijf says. However, the green light has

yet to be given for the move. For De Knijfs working

group, that poses no obstacle. Were still in the

conceptual phase to determine how the new fruit

centre could look. There are major t echnological

challenges. The idea is based on extensively

automated storage in a high-rise warehouse. In

working out the design we have to take into accountthe various temperature requirements per type of

fruit and so on, and so forth.

NeW oWNeR

De Knijf expects the new-build terminal on the south

bank will require a substantial investment. As such

its a good thing that Seabrex was acquired by the

Belgian Sea-Invest Group at end-July this year.

We have become part of their Belgian New Fruit

Wharf (BNFW) division. Theyre committed to our

sector, see Rotterdams strength in the field of

European fruit logistics and realize that to build a

successful future we need further economies of

scale.

FRUIt oN tHe moVe

HotoHerman de Knijf

eaCH tYpe oF FRUItReqUIReS ItS oWNoptImaL tempeRatURe



7/17

For the last orty years, Interorest Terminal Rotterdam (ITR) has already beenserving as the logistical outpost o Swedish parent company SCA or thehandling and distribution o paper products in various stages o processing.Increasingly, other customers are now also appreciating the strategic loca-tion, sustainable technological solutions and customised approach.

CoSt RedUCtIoN

Furthermore, cost reduction is always a relevant factor,

says De Lange. For the customer, for ourselves. It did

not take an economic crisis for us to realise this. What

helps is that we have a exible workforce with which we

can absorb both short-term and long-term uctuations.

The entire terminal is geared to efciency. ITR has

adjusted its two container cranes in such a manner that

they can also handle conventional cargo. In addition,

the terminal is investing heavily in IT support for

efcient warehouse management and the integration

of data throughout the entire chain.

Cost reduction furthermore goes hand in hand with

intensive cooperation with customers. Thinking along

with them, emphasises De Lange. For example by in

consultation with the client and the recipient optimising

the shipping units in such a manner that only full trucks

and wagons leave the terminal. A lot can be earned and

saved by doing this, also at the carbon footprint level

a very hot topic in the paper sector. What certainly

helps, notes De Lange, is that the increasing containeri-

sation has made the logistics chain more manageable.

The cargo can after all arrive in phases and not in an

overwhelming ow as is the case with conventional

paper ships.

INteRmodaL oppoRtUNItIeS

In addition, intermodal transport by rail and barge

(now still 6 to 7 percent) offers sustainable opportu-

nities, although there is still a lot of room for improve-

ment in this respect. Initiatives to Italy and Poland are

encouraging.

De Lange: By now, we are having a block train run from

Rotterdam to Poland; in the tender, we have beaten

ports which are closer by such as Bremen and Gdynia.

What helps is that any return cargo Polish exports

can optimally be conveyed via Rotterdam. From a

logistics point of view, the expansion of SCA and other

customers such as International Paper in the direction

of Eastern Europe is presenting us with completely new

prospects. And Rotterdam ts in perfectly with this.

moRe CUStomeRS

Although ITR is a full subsidiary of SCA, 40 percent

of the terminals handling activities are carried out for

third parties, even competitors. That share is growing.

Clearly other parties are also catching on to the benets

of handling their cargo through ITR. The Lange

concludes: In addition, we are very keen to broaden

our scope by making our terminal more multi-purpose.

We have a fully equipped container terminal, complete

with reefer connections, but we are also well equipped

to handle larger volumes of project cargo and other

breakbulk. That of course is very attractive to multi-

purpose vessels, which only need one stop at our

terminal. There are hardly any limitations.

Market leader in

forest products

It is over four decades ago that the Swedish paper giant

SCA selected Rotterdam as a logistical hub for its

graphic, hygienic and packaging paper products, thus

marking the start of Interforest Terminal Rotterdam.

The reasons at the heart of this decision excellent

maritime access to a substantial market and high-

quality hinterland connections still hold true forty

years later. Over the last decade or so, the paper

products have however no longer just been arriving by

means of conventional paper ships and RoRo vessels,

but also by container. This increasing containerisation

has made Rotterdam extra attractive to SCA. The port

offers a large range of transhipment possibilities for

export to the rest of the world. The long-standing

reputation of Rotterdam as regards the treatment of

sensitive cargo ows also plays a role, adds director

Bob de Lange of Interforest Terminal Rotterdam.

The handling of paper products is a specialised eld

that makes high demands on personnel, equipment and

data ows. The physical aspect is still relevant, but our

employees also know about information technology and

have insight in the specic quality requirements of our

customers. Customisation is key.

VULNeRaBLe

Within the SCA chain, ITR functions as a logistical

hub for raw materials and semi-nished and nished

products from Sweden as well as from other parts of the

world. The terminal discharges pulp and rolls of paper

from conventional paper ships and RoRo vessels,

stores containers, takes care of stufng and stripping

them, arranges customs formalities and ensures that

the products arrive at their correct destination on time

and in the right quantity. Particularly rolls of paper and

hygienic paper products are quite vulnerable. Paperrolls are sensitive to bumping, grazing, moisture and

temperature uctuations. This sensitivity has only

further increased over time; modern printing presses

are making ever greater demands. Hygienic paper

products, a growth market for SCA, are a different story.

ITR has recently taken a new warehouse into operation

to prevent contamination by dust, dirt, birds (!) and

weather inuences. De Lange: The challenge as

regards the handling of paper products is to minimise

the chance of damages and to enhance efciency levels

through the rendering of integrated services. With the

help of all sorts of innovations, such as smart paper

fasteners on fork lift trucks which can pick up a paper

roll with exactly the right amount of minimal pressure

and special loading and discharging cassettes for

conventional ships, ITR has succeeded in substantially

reducing damages.

pHotoBob de Lange

CA

arent company SCA is

vertically integrated

terprise that manufactures

aper products for personal

giene, the graphic arts

ctor and the packaging

dustry: from tree to

mi-finished and finished

oduct. SCA has 52,000

mployees worldwide and a

rnover of 13 billion euros.

The challenge as regards the handling of paper

products is to minimise the chance of damages and

to enhance efficiency levels through the rendering

of integrated services

Interforest Terminal

Rotterdam

~ 3 million tonnes of

handling capacity

~ 18 hectares in size

~ 700 metres of quay

~ Own rail connection

~ Six warehouses with

72,000 m of storage space



8/17

tHe FUtUReoF BReaKBULKLIeS IN RotteRdamAbout a quarter o a century ago, the uture o breakbulk seemed ar romosy in the port o Rotterdam. Today, the situation however is completely

dierent: ull attention is being paid to steel, heavy lit and project cargo,orest products, roll-on roll-o, resh products, automotive as well as non-errous metals. Jouke Schaap, Manager o the Breakbulk Department o the

Port o Rotterdam Authority, explains why the port is so attractive or theseypes o breakbulk cargo nowadays. In addition, the uture still holds plentymore opportunities.

peRHapS Some HIStoRY to BegIN WItH?

Some 25 years ago, Rotterdam was under the

mpression that in the future virtually all cargo would

e transported in containers. Today, we know better

hough: containerisation also has its limits; there will

lways be breakbulk cargo. Some years ago, we as

he Port of Rotterdam Authority realised this and

ccordingly adjusted our policies. The eight-person-

trong Breakbulk Department which I head is actively

working on giving breakbulk the position in the port

which it rightfully deserves. In conjunction with the

rivate business sector, many investments have

lready been initiated.

HoW CaN BReaKBULK Compete WItH

He CoNtaINeR?

The real question here is: how can breakbulk

ompanies offer solutions to customers that outweigh

he increasing economies of scale offered by the

ontainer? The answer is simple: offer quality handling

ervices that the container sector cannot. Quality

andling in this context means offering added value

ervices and customer-dedicated solutions for specific

ypes of products like steel, pulp and paper as well as

ruit and vegetables. At the same time, I also think that

he traditional barriers between the conventional and

ontainerised handling of cargo are fading. Although

reakbulk cargo on a container terminal can often be

n operational nightmare, breakbulk terminals are

ncreasingly equipping themselves for the handling of

ontainerised cargo. A similar development can be

bserved as regards breakbulk and roll-on roll-off

essels.

The guarantees the steel company has offered in

terms of cargo have made investing in dedicated

facilities appealing to everyone, including us. We

strive for more of these forms of cooperation in the

chain. The logistics chain is constantly coming under

more pressure. Instead of just being a cost centre,

the port is increasingly becoming of strategic value

to parties. Take the added value of the car terminal

in Rotterdam, for example, which regularly prepares

special promotions for dealers. In this way the car

manu-facturer can ship standard cars to Rotterdam

and dealers can decide on the last moment what kind

of special promotion they want to do. The challenge

is committing customers through long term contracts.

Customers, be it shippers, receivers or other parties

in the supply chain, are increasingly sensitive to such

offers as demands regarding the quality and reliability

of transportation services and value adding activities

further down the supply chain increase. For the

breakbulk sector, quality handling in partnership with

customers definitely has a lot of potential.

WHat SHoULd I tHINK oF IN teRmS

oF LoCatIoN FaCtoRS?

Of course, room for new locations and expansion

of existing ones. In addition jointly realising good

connections, both within and beyond the port. But

also knowledge, for example, which is something that

we as the Port of Rotterdam Authority substantially

invest in. We are always ready to share the data and

information gathered by our research department with

the business sector. Furthermore, we support the

establishment of specific trainings and education, are

at the cradle of a state-of-the-art broadband network

throughout the port and encourage entrepreneurs to

work together on certain issues. One example of this

can be found at the Waalhaven Zuid business park,

where entrepreneurs are jointly arranging such

matters as security and maintenance.

BUt ISNt SpaCe a SCaRCe CommodItY

IN tHe poRt?

That is true, but in spite of this we do see a lot of

opportunities for breakbulk. Activities of this kind donot involve mega-sites and fit in well with environ-

mental standards. Next to reclaiming land and

expanding existing locations, we also try to reposition

some companies to focus on breakbulk and to

redevelop certain areas in the port t o become new

breakbulk hubs. A prime example is the project we

have launched to redevelop the RDM-East site as a

metals and project cargo hub. In addition, the direct

hinterland of Rotterdam also offers possibilities in this

respect. Dordrecht for example would be a perfect

location for breakbulk activities and for project cargo

which needs prolonged storage, such as parts for

a wind farm.

All in all, it should be clear that R otterdam has

rediscovered breakbulk. In partnership with our

customers, I foresee a bright future.

There seem to be two main reasons for this combining

of cargo types. To start with, there can be advantages

of scale from a product point of view. Handling the

same kind of product both conventionally and

containerised can yield operational efficiencies.

A prerequisite for this is that most containers have to

be opened and value has to be added to the cargo in

one way or another. The second reason is the full

service concept that a terminal or shipping line can

offer its customers. The future of a large number of

breakbulk terminal operators to a certain extent

depends on how successfully they manage to combine

breakbulk and containers.

WHat doeS tHe poRt oF RotteRdam

aUtHoRItY do to maKe tHe poRt

expLICItLY moRe attRaCtIVe to tHeBReaKBULK SeCtoR?

The creation of attractive location factors, offering

support in the realisation of new hinterland connec-

tions, matchmaking between different parties, the

promotion of Rotterdam as a breakbulk port and much

more. Through business intelligence, business

development, acquisition, account management and

marketing communications, we offer every company

a tailor-made approach. As a port we want to be as

competitive as possible in terms of quality and cost.

Thats not the same as being a discounter though.

Such cargo tends to fall away again just like that.

We endeavour to look at the long term. A good

example is the construction of the Steinweg Deepsea

Steel Terminal (see page 6, ed.). Steinweg -

Handelsveem and Thyssen Krupp Steel have jointly

approached us for space for a new terminal.

In partnership withour customers, I foreseea bright future

HotoJouke Schaap



9/17

Botlekbridge&tunnel

Hartelbridge

Brielse bridge

Thomas s en-

tunnel

Maastunnel

Willemsbridge

VanBrienenoordbridge

Harmsenbridge

Calandbridg

e

Dintelh

aven

railwaybr

idge

Suurhoffbridge

Hartelkering

Dintelhavenbridge

Botlek-railwaytunnel

Beneluxtunnel

Algerabridge

Europa

haven

Mississ

ippiha

ven

B e e r

k a n a a

lYangtzehaven

Amazoneh

aven

Harte

lhave

n

Beergat

6ePetroleumhaven

8ePetroleum

haven

Dintelhaven

Beneluxhaven

4e Petroleumhaven

5ePetroleumhaven

7e Petroleumhaven

Hartelkanaal

Hartelkanaal

Calandkanaal

Maasmond

GatvanHawk

Oostvo

ornseM

eer

Brielse

Meer OosterlandseRak

Brielse Meer

Brittannihaven

Seinehaven

Sint-La

urenshave

n

C h

e m

i e h

a v e n

Botlek

3ePetro

leumhaven

3ePetro

leumhav

en

1ePetr o

leumhaven

2ePetroleu

mhav

en

Eemhaven

Waal

haven

Maasha

ven

Beerenplaat

Holla

ndsche

IJssel

Oostvoorne

Hoek van Holland

's-GravenzandeNaaldwijk

Maassluis Vlaardingen

RotterdamKrimpen a/d

IJssel

Ridderkerk

Brielle

Wa

a

l

Rozenburg

Schiedam

Hartelkana

al

Erasmusbridge

Trac

Kortsluitroute

Maeslantkering

Empl acem

ent Maasvl a

kt eWest

Spijkenisserbridge

Toek

omstig

HSLtra

c

StadionDeKuip

North Sea

Briels

eG

at

OudeMaas

OudeMaas

NieuweWaterweg

Nieuwe

M

aas

Nieuwe

Ma

as

Scheur

MaasvlakteEurop

oort

Botlek

Eem- & Waalhaven

Fruitport

Rotterdam Airport

WorldPort

Center

Bree

kwa

ter

Wa

a

l

vlakte 2'nstruction

5

Slufter

The Port of Rotterdam Authority has tried to include all the correct information and is not responsible for any direct or indir ect damage which might be caused by incorrect or outdated information on this map.

1

2

1 (max. 60 tons)

2 ha0 1 2 km

RoRocompany

Breakbulkcompany

13.2 ha

Dry bulk

Liquidbulk

Containers

RoRo

Breakbulk

Incoming O ut go in g T ot al

86,750

159,222

52,865

8,677

5,473

312,987

8,185

34,781

54,134

8,654

2,357

108,111

94,935

194,003

106,999

17,331

7,830

421,098(x 1,000 tons)Totalthroughput 2008

Bonn & Mees:

Independent floating crane companies

Matador3- 1,500tons

Matador2- 400tons

M a ta d or - 4 0 0 to n s

GPS marine:Apollo-400 tons

Atlas -400tons

A j ax - 3 0 0 t on s

Mammoet Maritime:Amsterdam- 300tons

Ph oe n ix - 1 6 0 t o ns

G a ze l le - 1 3 0 t o ns

Smit:Ta kl i ft 1 - 8 0 0 to n s

Taklift4 - 1,600tons



Cobelfretwww.cobelfret.com850 metres12.65 metresabout 25 ha25,000 m2

Broekman Distriport/All Weather Terminalwww.broekman-group.nl720 metres12.65 metresabout 20 ha35,500 m23 (max. 104 tons)

P&O Ferrieswww.poferries.com3 RoRo ramps7.65 metresabout 30 hanot relevantnot relevant

Steinweg Beneluxhavenwww.steinweg.com170 metres8.0 metresabout 13.5 ha23,000 m24 (max. 20 tons)

DFDS Deepsea Multi Terminalwww.dfdstorline.com500 metres16 metresabout 20 ha15,000 m22 mobile cranes (max. 100 tons)

Metaaltransport Waalhaven N.Z.www.metaaltransport.nl335 metres9.5 metresabout 2 ha10,000 m23 (max. 50 tons)

Westerstuw B.V.www.westerstuw.com360 metres9.6 metresabout 2.5 ha6,000 m2 covered1 (max. 35 tons), 1 (max. 17.5 tons),2 (max. 8 tons)

Broekman Project Services/Heavy Lift Center

www.broekman-group.nl280 metres9.3 metresabout 2 ha16,000 m24 (max. 45 tons, mobile or floating)

J.C. Meijerswww.jcmeijers.com275 metres9.3 metresabout 2 ha3,000 m28 (max. 50 tons)

Metaaltransport B.V.www.metaaltransport.nl570 metres10 metres

20,000 m27 (max. 50 tons)

Seabrexwww.seabrex.nl2,300 metres10.5 metresabout 30 ha600,000 m3 cold storage21 (8 - 35 tons)

Steinweg Waalhaven P1www.steinweg.com850 metres10.65 metresabout 4.2 ha21,000 m26 (max. 30 tons)

Rhenus Logisticswww.rhenus.nl600 metres10 metresabout 3.5 ha5 sheds, total 16,000 m26 (38.5 tons)

Interforestwww.interforest.nl680 metres7 - 12.6 metresabout 20 ha5 sheds, total 75,000 m22 ship-shore (max. 60 tons)2 (max. 8 tons)

Van Uden Stevedoringwww.van-uden.nl650 metres9.65 metresabout 3.5 ha15,000 m2 covered6 (max. 40 tons)

Mammoet Heavy Lift Terminalwww.mammoet.comabout 900 metres7 - 10 metresabout 13 ha20,000 m2 (2,000 m2 covered)1 (railcrane 250 tons, aux. 45 tons)1 (floating up to 300 tons)

Steinweg Botlekwww.steinweg.com1,175 metres9.65 - 13 metresabout 30 hatotal 75,000 m211 (max. 40 tons)

Broekman Car Terminalwww.rotterdamcarterminal.nl800 metres11 - 12 metresabout 45 ha (+ 40 ha cardecks)not relevantnot relevant

RHB Stevedoringwww.rhb.nl730 metres10.65 metresabout 5 ha15,000 m29 (max. 203 tons)

Steinweg Seinehavenwww.steinweg.com340 metres6.8 metresabout 12 hatotal 78,000 m24 (max. 30 tons)

Steinweg Beatrixhavenwww.steinweg.com1,950 metres9.5 - 11.65 metresabout 40 hatotal about 60,000 m219 (max. 60 tons)

Arcelor Mittalwww.arcelormittal.com500 metres3 metresabout 6.6 ha60,000 m230 (2.5 - 10 tons)

Stena Line Hoek van Hollandwww.stenaline.com455 metres8 metresabout 10 hanot relevantnot relevant

Norfolklinewww.norfolkline.nl900 metres10 metresabout 11 ha4,200 m2not relevant

Steinweg Deepsea Steel Terminalwww.steinweg.com580 metres16 metres

terminal will be operational in 20094 (max. 75 tons)

Stena Line Europoortwww.stenaline.com440 metres8.5 metresabout 14 hanot relevantnot relevant

Steinweg Waalhaven P2www.steinweg.com875 metres9.65 - 10.65 metresabout 10 haabout 60,000 m211 (max. 30 tons)

COMPANY

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Steinweg Deepsea Steel Terminal

DFDS Deepsea Multi Terminal Steinweg Beneluxhaven

P&O Ferries

Stena Line Hoek v. Holland

Stena Line Europoort Broekman Distriport/ All Weather Terminal

Cobelfret

Broekman Car Terminal

Steinweg SeinehavenSteinweg Botlek

MammoetBroekman Special Products

Steinweg Beatrixhaven

Metaaltransport

Norfolkline J.C. Meijers

Interforest

Van Uden Stevedoring

Arcelor Mittal

Seabrex

RHB Stevedoring

Steinweg Waalhaven P1

Rhenus Logistics

Steinweg Waalhaven P2

Metaaltransport

Westerstuw

89

7

10

2

1

31

1

20

21

17

19

16

14

1818

18

12

24

2526

2722 23

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53

6

4

BReaKBULK aNd RoRo teRmINaLSIN tHe RotteRdam poRt aRea



10/17

NoN-FeRRoUSmetaLS aReSeRIoUSBUSINeSS

Rotterdam ranks as the non-errousmetals port o Europe. Despite thedynamism o the non-errous metalsmarket, the nature o the productrequires that serious parties tradewith one another within long-standingbusiness relationships. Thatsthe view o Willem-Jan de Geus,president o amily-owned MetaalTransport, one o Rotterdams threespecialists in non-errous metals.

etaal Transport

4.5 hectares terminal area

30,000 m of warehousing

550 m of quay

35 staff, of whom

20 operational

ME approved

otterdam is the number

e European handling

d storage location for

on-ferrous metals traded

the London Metal

xchange (LME). The port

mbers a total of 143

arehouses which meet the

rict requirements of this

ading raw materials

change.

Metaal Transport is a logistical services provider

through and through. Since 1964 the company in

the Waalhaven has acted as a logistics hub for

globally operating producers, traders and end-users

of non-ferrous metals such as copper, aluminium, zinc,

tin, lead and nickel. Non-ferrous scrap is being handled

as well. Metaal Transport does not only offer storage,

but also a complete logistic service that includes

handling and forwarding. Obviously the company is

LME-certified (see box), so that producers and traders

know their way to its storage capacity. Right now thats

an important factor, because the recession has

undermined industrial demand for non-ferrous metals.

Its really quite an anti-cyclical market though, De

Geus says. The president sees the market clearly

changing. A growing number of producers are now

doing business directly with end-users. Thats undoubt-

edly linked to the rise of information technology, which

makes it easier for parties to find one another. At the

same time end-users are inclined to keep stocks as low

as possible, so just-in-time delivery coupled with

cost-efficient transport are key requirements the

logistics partner us, in other words needs to fulfil.

That in turn demands experience, speed and flexibility.

And its not just a happy coincidence that those are the

characteristics we highlight in the companys profile.

But, he adds, these are promises the company can also

keep because Metaal Transport has been working with

the same transporters for years. Family-run firms like

us that only need a few words from our clients to

understand the urgency of a request and to act

accordingly.

dedICatIoN

De Geus sees the same experience, know-how and

dedication in his own workforce. Its absolutely

essential if youre to handle non-ferrous metals

responsibly, he says. The non-ferrous metals are

delivered to the company in bundles on palettes and

each type of metal has its own handling requirements.

Over the past few years containerisation has become

more popular, particularly as a result of the increased

demand from emerging countries such as China and

India. For these destinations the container represents

the most efficient form of packaging. De Geus: Weare ideally situated to anticipate this trend. No other

port has so many sailings as Rotterdam, and the

container terminals are just around the corner.

pRoSpeCtS

The non-ferrous metal sector has only a few players

everyone knows everyone else but it is a highly

competitive market. Therefore De Geus wont go into

too much detail about his business other than to say:

Metaal Transport is looking forward with interest to

what the future brings. Recession or not, were always

keen to invest certainly if that improves our service

to clients. We would like, for example, to expand our

business and are in talks with the Port of Rotterdam

Authority to see how we can accomplish this together

in the future.

For decades Rotterdam has ranked as Europes leadingport. However, that status cant be taken or granted.In order to maintain the ports attractiveness or itscustomers, theres constant investment in creating extracapacity in and around the port and improving itsaccessibility. In all this sustainability is a key actor.

breakbulk sector stands to benefit too. Various port

activities will relocate to the new industrial zone,

boosting capacity for breakbulk operators in the

existing port area.

expaNSIoN a15

Ahead of the expected pick-up in the growth of cargo

volumes in the future, Rotterdam is currently working

hard to improve its accessibility. For road traffic, the

A15 motorway represents a major artery, running

directly through the port from west to east. I nvestment

totalling 1.3 billion euros is being pumped into

substantially boosting the capacity of this motorway in

the period 2010 - 2015. During construction work the

roads capacity will temporarily be reduced, however,

a negative effect that the Port Authority and a number

of government parties try to minimise through the

Traffic Management Company. This project organisa-

tion aims to redirect 20 percent of rush hour traffic

away from the A15. A range of bigger and smaller

projects have been set up to realise this target,

including the organisation of corporate public

transport, incentives to commute outside peak

hours, dynamic traffic management and much more.

Rotterdam is also lobbying for the construction of a

second westerly cross-river connection, making for

better connections to the north, improved road traffic

distribution as well as rendering access to the port

more robust.

moRe BY tRaIN aNd BaRge

The Port of Rotterdam Authority is also actively

working to engineer changes in cargoes modal split

in favour of barge and rail. In a growing number of its

leasing contracts with port companies the Port

Authority has inserted binding agreements on the

share of both these modalities in hinterland transport

(see article page 6). Its a win-win situation: cargo

throughput is improved and at the same time the rising

use of rail and inland shipping reaps environmental

benefits. With its 160 kilometre dedicated Betuweroute

freight link to Germany and the rivers Rhine and

Maas for inland shipping, Rotterdam numbers distinct

advantages as regards transport into the Europeaninterior via these modalities.

SUStaINaBLe BUSINeSS CLImate

A notable example of breakbulks commitment to

sustainability are the plans to use shore-side power

at Stena Lines RoRo-terminal in Hoek van Holland

(see page 7). In addition policy is being formulated

to award additional incentives to environmentally

friendly ocean-going vessels in Rotterdam on top of

the existing Green Award programme. These are only

a few examples which show that the Port of Rotterdam

Authority takes sustainability seriously. Sustainable

innovation leads to a better business climate, the Port

Authority firmly believes. An ambition Rotterdam will

continue to develop, together with the individual

companies active in the port.

FoR NoWaNd INtHe FUtURe

Without doubt the largest and most important project

in the port is the construction of the new Maasvlakte 2.

At an investment of nearly three billion euros, a new

port area is currently being created off the Dutch

coast. With the help of 240 million cubic metres of

sand it will increase the countrys size by 2 square

kilometres. For the customers of Rotterdam port this

will represent a net gain of 1000 hectares of additional

industrial terrain directly flanking deepsea water with

a depth of 19.65 metres. The first companies are

slated to start operations on Maasvlakte 2 in 2013.

Envisaged clients are in the first instance container

terminal operators and the chemical industry. But the

pHotoWillem-Jan de Geus

pHotoArtist impression

Maasvlakte 2



11/17

Jumbo, the global market leader in heavy lit cargo, has added a new dimen-sion to the provision o logistics services: not just rom door to door, but alsorom door to seabed. Through innovations and investments, the Rotterdam-based, amily-owned business has been creating its own markets or morethan orty years.

FRom tURKmeNIStaN to tHe aNdeS

Examples of heavy lift cargo are dredging equipment,locomotives and equipment for power stations and the

(offshore) petrochemical sector. Jumbo Shipping offers

transport and engineering services from door to door,

in which the nal door may also be situated in parched

regions like Turkmenistan or at an altitude of 4000

metres in the Andes. Five years ago, the core business

was expanded with the offshore-related Transport

& Installation division which offers these services

worldwide to the oil & gas industry from door to seabed.

For this purpose, Jumbo has equipped two of its four

J-class vessels (each with an 1800 tonnes lifting

capacity) with Dynamic Positioning-2. One of them, the

Fairplayer, has an additional Huisman deepwater winch

system as well, capable of lowering large structures to

3000 metres water depth.

What is unique is that we are not a liner or a semi-liner

company, but a tramp eet operator, albeit one with very

JUmBoCReateS

ItS oWN

maRKet

My father has always been a strong-willed man,

says managing director Michael Kahn, who took over

the company some years ago. When the container

became the trend in the sixties, he swam against thestream and invested in breakbulk solutions, the

underlying thought being that there would always be

cargo that would not t in a box and that this cargo

deserved a better status than that of additional cargo.

Four decades later, it is safe to say that this focus on

and specialisation in heavy lift was visionary. The

company has grown steadily over the years and has

enriched the market with various innovations. Examples

of this are the stabiliser, which increases the lifting

capability of a ship by temporarily making it wider, and

the introduction of the Huisman mast crane, with its

unprecedented outreach, as an integral part of the hull.

In terms of heavy lift cargo, Jumbo is now the global

market leader in the top segment of 1800 tonnes and

occupies a comfortable position in the middle segment

of 500 to 800 tonnes. Its eet comprises fourteen ships,

including the four largest heavy lift vessels in the world.

pHotoMicheal Kahn

Internal training

The education of Jumbo

employees really kicks off

with the companys internal

training programme. Jumbo

has developed its own crane

simulator for imitating all

possible situations and

weather conditions that may

occur in the handling of

project cargo. In addition,

there is a strong R&D

department which is in close

contact with the crew and

which constantly works on

small and big innovations.

Kahn: After all, you can come

up with all sorts of ingenious

ideas, but they must be

practical and feasible in terms

of day-to-day operations.

Furthermore, safety is a hot

item for Jumbo. The Stay Well

Program extensively trains

people in the prevention of

accidents. Kahn: If something

goes wrong with heavy lift

cargo, it goes very wrong. And

after all, we are talking about

our people, people, people ...

long-running commitments to customers, says Kahn.

Our eet sails to any destination in need of cargo

transport, which means that from one day to the next

we can shift our focus from the Atlantic to the Pacic

or Indian Ocean. We have a network of ofces and

agents throughout the world. The eet is footloose in

the sense that Jumbo does not have a quay of its own

in its home port of Rotterdam, but makes use of thequays and storage facilities of friendly companies such

as Broekman Project Services. However, the company

is thoroughly anchored in Rotterdam. Kahn: This is

where our roots are, and of course our headquarters;

after all, the distance between ships and ofce should

be small. All our ships sail under the Dutch ag, the

majority of our ofcers is Dutch and the atmosphere

on board is Dutch. This has to do with the high quality

standards that we set ourselves and our customers. We

need to organise things in such a manner that we are

the best there is and there is no better place for doing

this than the Rotterdam port and industrial region. I am

not just referring to the seamanship of our people in

this respect, but also to the whole mentality, the entire

cluster of highly specialised suppliers such as Huisman

Equipment and electrical installation company Alewijnse

and knowledge institutes such as the Delft University of

Technology where we recruit our engineers. Without

the right people, I cannot pursue our strategy to excel.

LoNg-teRm StRategY

Despite the economic crisis, with numerous projects

being postponed or cancelled, and the inux ofadditional tonnage in the heavy lift market, Jumbos

long-term perspectives are good. Everything revolves

around our long-term vision, states Kahn. And in that

respect, a family-owned business offers great advan-

tages. Financially, our company is very sound and we

can invest from a long-term vision on the market. That

is also a very good basis for entering into long-term

commitments with customers. Five years ago, for

example, we commissioned the construction of ships

with an 1800-tonne lifting capacity, even though there

was no market for these vessels at the time. Normally,

one cannot write a business plan for that, but we

believed in this. The fact that we can transport it means

our customers can fabricate it, an interesting case of the

chicken and the egg. In this sense, we created our own

market.

Jumbo Shipping

& Jumbo Offshore

~ 14 ships

~ 350 crewmembers

~ 130 employees at the

company headquarters

~ Offices and agents in

26 countries



12/17

pHotoBroekman Distriport

Construction vehicles ply a steadystream to and rom Broekman Distri-port. The specialist logistics terminalor steel and non-errous metals isexpanding at ull speed. Followingthe opening o a new warehouse o15,000 square metres at end-2008,the terminals quay is now beingextended to create a second berth.Whats more, the terminal still hasseveral hectares available or morevalue-added activities.

aLL eNCompaSSINg SteeLaNd metaL LogIStICS

The jewel in the crown of Broekman Distriports

services provision in the Botlek is its All Weather

Terminal opened in 2004, equipped with four overhead

cranes and connecting warehouse for the conditioned

storage of steel and non-ferrous metals. Ships with

a deadweight of up to 9000 tonnes can be handled

under cover at this terminal. It enables the company

to provide just that extra bit of service not available

elsewhere in the port.

roekman Distriport

20 hectares in size

550 metres quay with

draught of 12.5 metres

32,000 m covered storage

175,000 m open storage

3 million tonnes handling

capacity

WaReHoUSe FoR paCoRINI

Around the All Weather Terminal however theres much

more going on. At end-2008 an additional warehouse of

15,000 square metres was opened on the 20 hectare

terminal site and leased long-term to non-ferrous metal

logistics specialist Pacorini. Managing Director Frank

van der Gevel of Broekman Distriport: We take care

of all the physical activities for them on the terminal.

Broekman Distriport looks to achieve this kinds of

intensive co-operation with its other clients too. Good

examples are steel producers Rautaruukki and Swedish

Steel.

exteNdINg tHe qUaY

To future-proof itself for the anticipated strong growth in

world steel transport, Broekman Distriport is currently

extending the terminal with a second berth for deep-sea

vessels of up to 50,000 tonnes dwt. Work by the Port of

Rotterdam Authority to extend the quay wall is in full

swing, thanks to an investment of 13 million euro. Van

der Gevel: From the beginning of 2010 we will be able

to offer customers 550 metres of quay with a draught of

12.5 metres. In addition to the two existing quay cranes

and the mobile crane (maximum lift load 104 tonnes,

ed.) we plan to add another mobile crane as volumes

grow. In this way Broekman Distriport will be able to

steadily grow its handling capacity to 3 million tonnes.

BaRge aNd RaIL

Thanks to its exceptional access via the water, the

terminal favours inland barges and shortsea as the

most obvious modalities for efficient inward andoutward transport. But Broekman Distriport also offers

sophisticated rail facilities. Van der Gevel: Around

15 percent of the cargo leaves via rail. We have our

own rail connection which runs through to the ware-

house of the All Weather Terminal. We can load and

unload trains undercover.

FURtHeR exteNSIoN poSSIBLe

Broekman Distriport has enough room to expand

services to clients even further in the future. Van der

Gevel points on the map to several hectares of terrain

behind the quay. There has long been talk that a steel

cutting business would be set up here. But thats not

going ahead. This gives us the opportunity to develop

alternative value-added activities together with partners.

SeRVICe meNU FULLoF added VaLUeDue to the economic crisis, the au-tomotive sector is obviously not themost fourishing branch around atthe moment. For the car handler othe Rotterdam port, Broekman Auto-motive, this however is no reason tosit back and just wait or the market

to start picking up again. In act,the exact opposite holds true: thecompany is continuously adding newitems to its service menu. Mana-ging director Ton van Ooijen: Weare or example heavily investing inknowledge pertaining to hybrids andelectric cars. That is the uture.

With Rotterdam Car Terminal and Rotterdam Car

Center as its best-known divisions, Broekman

Automotive offers its car customers a highly compre-

hensive menu of services. Fourteen car makes

currently use the terminal as t heir transhipment and

storage point en route to the consumer. Van Ooijen:

More than 80 percent of all cars also receive some

form of additional treatment here to make them

customer-ready. This however is not obligatory. As

a multi-user terminal, we are optimally able to provide

a very broad range of value-added activities which

range from pre-delivery inspections and the installa-

tion of LPG systems to the addition of accessories and

much more. Depending on their needs, customers can

choose exactly what they want from this menu.

CompReHeNSIVe LogIStICS CoNCeptS

The distribution of cars is also among the services

provided by Broekman Automotive. Depending on the

make, vehicles are moved to destinations throughout

Europe by road, rail, inland waterway and/or short-sea

shipping. Van Ooijen is convinced that Rotterdam can

especially be an ideal central European port of entry

for brands which produce at multiple locations around

the world. A fact which Broekman Automotive is

currently actively bringing to the attention of logistics

decision makers together with the Port of Rotterdam

Authority. Day in, day out, we are proving that we are

capable of efficiently serving the whole of Europe;

a good example of this is our direct rail shuttle which

currently runs between our terminal, Switzerland,

Hungary and Austria. In addition, Rotterdam is

strategically situated on the estuary of the Rhine and

Maas, two rivers which run deep into the European

hinterland. Inland shipping still holds much more

potential as far as automotive is concerned, says themanaging director with conviction. A single RoRo

barge can carry up to 500 cars.

oFFeRINg added VaLUe

We constantly aim to be as inventive and innovative

as possible for our customers, concludes Van Ooijen.

Currently, we are for example heavily investing in

knowledge pertaining to hybrids and electric cars.

That is the way of the future. Recently, we also

equipped our entire terminal with RFID technology.

Using tags, this technology enables us to track each

vehicle in real-time. Its a distinctive and convenient

tool which allows us to guide the cars of our custom-

ers across our terminal en route to the consumer with

as few actions as possible.

20,000 covered

parking spaces

In the last ten years,

Broekman Automotive

has heavily invested in the

expansion of its car terminal

by means of four four-storey

parking garages.

Van Ooijen: We now have

a total of 40,000 parking

spaces at the terminal,

20,000 of which are covered.

This is an important

advantage in terms of

damage prevention from hail

and such. No other car

terminal in Europe can store

cars in a protected environ-

ment on such a scale.

pHotoTon van Ooijen



13/17

Of all the terminals in Rotterdam which rightfully claim

to be situated very close to the North Sea, DFDS Multi

Terminals claim is probably the strongest. From the

entrance to the port, ships are just one bend away from

being moored at DFDS at the Maasvlakte. The terminal

has been situated here since 2003. Initially, DFDS

primarily focused on RoRo but since a year and a half it

has been targeting breakbulk as well. General Manager

Eric Oosterom joined the company in August 2008 with

the task of turning DFDS Multi Terminal into a success.

We are in for any kind of breakbulk: steel, forest

products, non-ferrous metals and project cargo. And that

for any type of customer, be it a shipping line, freight

forwarder or shipper.

FIRSt SUCCeSSeS

In spite of the bad economic climate, DFDS Multi

Terminal has already been able to achieve quite some

successes. Oosterom for example cites the launch of a

combined breakbulk/container service by Hugo Trumpy in

Rhoon as an agent for BroIntermed to Algeria and Libya

and a dedicated breakbulk service to North, Central and

South America by Onego Shipping & Chartering. Inaddition, the terminal has become the landing point for

several new consignments of steel and forest products

as well as increasing volumes of project cargo.

maNY adVaNtageS

The enthusiastic Oosterom is convinced that DFDS Multi

Terminal really does have something to offer the market.

Many parties tend to overlook Rotterdam. Antwerp has

a strong reputation as a breakbulk port, but we also offer

numerous possibilities in this respect. His list of

advantages starts with the location of the terminal

directly on the North Sea and the depth of up to 16.65

meters. This yields substantial time savings. The two

Gottwald cranes of DFDS can each lift 100 tonnes or

150 tonnes combined. Furthermore, space is not an

issue at the 20-hectare terminal. The terminal currently

boasts 15,000 m of covered storage. The moment new

customers enter the picture, we can however immedi-

ately expand this warehouse capacity. But most

important of course is the fact that Rotterdam is 100

percent guaranteed more attractive in terms of costs.

FLexIBLe LaBoUR

Another important advantage of DFDS Multi Terminal is

the flexibility it offers in terms of labour. The combination

with RoRo-activities means the terminal has long

opening hours: Mondays to Fridays from 07.00 to 23.00

hours and Saturdays from 07.00 to 15.00 hours. The

handling of breakbulk in addition does not require the

scheduling of a complete team for a full shift.

RoRo aS mode oF HINteRLaNd tRaNSpoRt

The own daily RoRo service to Immingham in the UK

also presents additional possibilities for organising the

hinterland transport of breakbulk. Oosterom: Steel from

China, for example, arrives here by ship and is thenstored in our warehouse. On demand, any desired

quantity can next be moved aboard the ferry using mafis

and taken to the customer in the UK.

good RaIL aCCeSS

With the railway company DB Schenker (previously

Railion), DFDS has been able to come to flexible and

competitive agreements regarding the European rail

transport of breakbulk from the terminal. Whether we

have one or ten wagons: they come to collect it under

the same price conditions. For Oosterom, this is a good

starting point for being able to offer customers more

rail-related services. Currently, we handle a number of

trains each month. 30 percent of some steel consign-

ments are already moved by rail.

DFDS Multi Terminal

~ 20 hectares in size

~ 500 metres of quay

~ 16.65 metres depth along

the quay

~ Annual handling capacity

of 1 million tonnes

(breakbulk)

~ 15,000 m of covered

storage

~ 2 quay cranes with 100

tonnes lifting capacity each

~ 2 RoRo ramps

~ 400 metres of rail track

aNtWeRp HaS tHe RepUtatIoN,RotteRdam tHe poSSIBILItIeS

Since the spring o 2008,DFDS Multi Terminal at theMaasvlakte has been expli-citly expanding its operati-ons to the breakbulk sector.The company has the space,knowledge and capacity toannually handle 1 milliontonnes o this type o cargo.

We aRe IN FoR aNY tYpeoF BReaKBULK. SteeLCoNStItUteS aN ImpoRtaNtgRoWtH maRKet IN tHatReSpeCt

pHotoEric Oosterom



14/17

NeW LaN IN oLd poRt aReaAs part o the global Rhenus Group,Rhenus Port Logistics breakbulkterminal in Rotterdam Waalhavenis doing good business. In just nineyears its handling volumes haveincreased by a actor o ten. What ismore, the expansion currently under-way will boost the terminals capa-city considerably rom early 2010.

Rhenus Port Logistics is situated on Waalhavens

elongated pier 1. The stevedoring and warehousing

company previously operated under the name Rhenus

Spoorhaven, but acquired its new name in 2000.

In tandem with the explosive growth booked among

others by parent company Rhenus which has boosted

its workforce from 1500 to 15,000 staff since 2002

the port operator expanded rapidly. Managing director

Peter van der Steen: In 2000, our breakbulk volumes

amounted to 70,000 tonnes, now that is 700,000 tonnes

mainly steel, non-ferrous metals, forest products and

project cargoes. Particularly steel has grown rapidly:

from almost nil to 450,000 tonnes.

oNe-Stop SHoppINg

A major selling point for Rhenus Port Logistics is that it

is able to offer its customers more than just stevedoring

and storage. The Rhenus Group has its own inland

shipping and shortsea divisions. The Rotterdam terminal

can therefore also take care of customers inward and

onward transport. However, there is no question of a

one size fits all services provision, Van der Steen says.

For the one customer we take care of everything, for

another we just do a particular part. It is simply a

question of what suits them best. We are seeing a clear

trend however that companies are increasingly opting for

a single logistics provider to take on the entire process.

CapaCItY BooSt FRom 1 JaNUaRY 2010

A tenfold increase in handling volumes implies that

Rhenus Port Logistics current location is bursting at

the seams. Consequently the company has completed

contract negotiations with the Port Authority on

expanding to the adjacent terminal which has stood

empty for a number of years. We will be extending our

existing 580 metres of quay by a further 320 metres,

says Van der Steen. That means that our terminal area

will grow from 33,000 to 63,000 square metres, with

the area for covered storage increasing from 13,000to 21,000 square metres. As of January the first, 2010,

the expansion will be fully operational.

SIgNIFICaNtLY moRe CoSt-eFFeCtIVe

The increased capacity means that Rhenus Port

Logistics is well-equipped for years to come. Van der

Steen is 100 percent confident that the current poor

market conditions will improve at some point. What is

more, using Rotterdam is significantly more cost-effec-

tive than using surrounding ports. In practice however

it is proving difficult to get parties to change their

long-standing habits that lead them always to the same

ports. That is why it is good that the Port Authority is

seeking to raise Rotterdams profile as a breakbulk port

with industry, shippers and shipping lines.

matCHmaKeRFoR SUppLY

& demaNdFor breakbulk and project cargoes,Rotterdam port undoubtedly has lotsto oer. With many shipping compa-nies and cargo parties however itsup against age-old prejudices andingrained orce o habit. The chal-lenge or Business Manager Bart-LucOlde Hanter o the Port Authorityis to make Rotterdam their port ochoice.

Breakbulk and project cargo is a clear pri

port special breakbulk eng

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