Port Of Rotterdam Research Articles

Letter to the editor: Seafarers: a new risk group for meticillin-resistant Staphylococcus aureus (MRSA)

In 2010, we noticed that clinical cultures with unexpected MRSA in the Harbour Hospital (Port of Rotterdam, the Netherlands) were mainly from seafarers. Although the Harbour Hospital is especially equipped for seafarers, this patient population only accounts for 1.2% of all admissions [3]. Since seafarers are not considered an MRSA risk group, all seafarer patients were screened (nose and throat) at the Emergency Department of the Harbour Hospital in a six month prospective surveillance (2011). Perineum and wounds were screened additionally, if active infection or skin lesions were present. Detection of MRSA was performed as previously described [4], and spa typing was done at the reference laboratory of the National Institute for Public Health and the Environment (RIVM) [5]. Furthermore, since the hospital is visited by a large number of seafarers, a case–control study was designed to identify risk factors for MRSA carriage among seafarers, in order to identify specific risk factors within this putative new risk group.

Exploring the possibilities of seaward migrating juvenile European sturgeon Acipenser sturio L., in the Dutch part of the River Rhine

The water quality of the River Rhine has improved and might again suit the critically endangered European sturgeon A. sturio L, which was extirpated from the river by 1950. This study describes the tracking of 43 juvenile hatchery-reared A. sturio, in the Dutch part of the Lower Rhine and Delta, originating from an ex situ measure of the River Gironde population. Observing in situ juvenile downstream migration could help to identify essential habitats and potential threats, before actual stocking. Fish were implanted with transponders of the NEDAP Trail® system and released in two batches, in May (n = 13) and June 2012 (n = 30). Detections collected (n = 26) exhibited no upstream movement. Test-fish moved downstream with the flow. Because the historic estuary is disconnected from the North Sea by a sea lock “Haringvlietdam”, the migration of the fish followed the re-directed river discharge into the Port of Rotterdam (161 km). 96 % (n = 19) of the detections was collected from the harbor in brackish water, where fish presumably acclimatized to higher salinities. 14 % (n = 6) of the sturgeons were recaptured in coastal waters by beam trawlers, five within 1 month after release. It is concluded that sustainable coastal fisheries is a key-condition for rehabilitation of the European sturgeon. Adapted management of the sea lock will reconnect the estuary to the North Sea and create more favorable conditions for the species in the Lower Rhine and Delta.

Strategic coupling as capacity: how seaports connect to global flows of containerized transport

AbstractStrategic coupling refers to the process of matching local assets with global network demands. Although the concept has benefited from an increase in relational thinking, several critical issues remain unresolved. In this article, we identify and discuss three such issues – the characteristics of the entities involved in strategic coupling, the way in which the ‘local’ is conceptualized in the context of ‘global’ positioning, and the understanding of strategic action. To address these issues, we use Cox's notion of ‘spaces of dependence and engagement’ in combination with Ball's concept of the ‘structure of provision’. The case of the port of Rotterdam demonstrates the value of our perspective in elucidating the process of ‘strategic coupling’ within global networks of containerized traffic.

Measurements of air pollution emission factors for marine transportation in SECA

Abstract. The chemical composition of the plumes of seagoing ships was measured during a two week long measurement campaign in the port of Rotterdam, Hoek van Holland The Netherlands, in September 2009. Altogether, 497 ships were monitored and a statistical evaluation of emission factors (g kg−1 fuel) was provided. The concerned main atmospheric components were SO2, NO2, NOx and the aerosol particle number. In addition, the elemental and water-soluble ionic composition of the emitted particulate matter was determined. Emission factors were expressed as a function of ship type, power and crankshaft rotational speed. The average SO2 emission factor was found to be roughly half of what is allowed in sulphur emission control areas (16 vs. 30 g kg−1 fuel), and exceedances of this limit were rarely registered. A significant linear relationship was observed between the SO2 and particle number emission factors. The intercept of the regression line, 4.8 × 1015 (kg fuel)−1, gives the average number of particles formed during the burning of 1 kg zero sulphur content fuel, while the slope, 2 × 1018, provides the average number of particles formed with 1 kg sulphur burnt with the fuel. Water-soluble ionic composition analysis of the aerosol samples from the plumes showed that ~144 g of particulate sulphate was emitted from 1 kg sulphur burnt with the fuel. The mass median diameter of sulphate particles estimated from the measurements was ~42 nm.

A mathematical model of inter-terminal transportation

We present a novel integer programming model for analyzing inter-terminal transportation (ITT) in new and expanding sea ports. ITT is the movement of containers between terminals (sea, rail or otherwise) within a port. ITT represents a significant source of delay for containers being transshipped, which costs ports money and affects a port’s reputation. Our model assists ports in analyzing the impact of new infrastructure, the placement of terminals, and ITT vehicle investments. We provide analysis of ITT at two ports, the port of Hamburg, Germany and the Maasvlakte 1 & 2 area of the port of Rotterdam, The Netherlands, in which we solve a vehicle flow combined with a multi-commodity container flow on a congestion based time–space graph to optimality. We introduce a two-step solution procedure that computes a relaxation of the overall ITT problem in order to find solutions faster. Our graph contains special structures to model the long term loading and unloading of vehicles, and our model is general enough to model a number of important real-world aspects of ITT, such as traffic congestion, penalized late container delivery, multiple ITT transportation modes, and port infrastructure modifications. We show that our model can scale to real-world sizes and provide ports with important information for their long term decision making.

Maximising the Worth of Nascent Networks

The roll-out of new infrastructural networks in space-constrained areas requires the careful consideration of limited paths. This design task is aggravated if the number and/or location of connectors is unknown. The novel combination of graph theory and concepts of exploratory modelling in this contribution allow for an analysis of most likely paths that maximise the value for the planners. We apply this approach to two proposed energy networks in the Netherlands: a biogas network of farmers in the province of Overijssel and an LNG pipeline connecting industries in the Port of Rotterdam. The examples demonstrate the ease of use and simplicity of this approach that transparently deals with unknowns.

International strategies of port authorities: The case of the Port of Rotterdam Authority

In this paper, we aim to develop the international component of port authority strategy, by discussing and analyzing the case of the Port of Rotterdam and its recent developments in terms of establishing an international strategy. The objective is to discuss the types of operating modes that might exist for port authorities in international business, the organizational structure and management processes thereof, and a discussion on the motives and the performance indicators used. From the perspective of the Port of Rotterdam, an insight was provided into organizational characteristics, operating modes, motives, expected results and management of risks related to international operations in the foreland. Furthermore, we establish linkages with recent insights from the international business literature, providing a research agenda within this subtopic of port performance and strategy research, and taking into account specificities of the port sector.

Desorption behaviour of polycyclic aromatic hydrocarbons after long-term storage of two harbour sludges from the port of Rotterdam, The Netherlands

Purpose The desorption behaviour of 16 polycyclic aromatic hydrocarbons (PAHs) in sludges from two sites of the port of Rotterdam, The Netherlands, which are designated to be stored in a subaqueous sludge depository, was investigated after a storage time of 14 years at 4 °C under anaerobic conditions in the dark, mimicking depository conditions. Such long-term storage is believed to effect the desorption of the PAHs.

Intérêt d’une prise en charge en ostéopathie d’une rhinite chronique

In this paper, we aim to develop the international component of port authority strategy, by discussing and analyzing the case of the Port of Rotterdam and its recent developments in terms of establishing an international strategy. The objective is to discuss the types of operating modes that might exist for port authorities in international business, the organizational structure and management processes thereof, and a discussion on the motives and the performance indicators used. From the perspective of the Port of Rotterdam, an insight was provided into organizational characteristics, operating modes, motives, expected results and management of risks related to international operations in the foreland. Furthermore, we establish linkages with recent insights from the international business literature, providing a research agenda within this subtopic of port performance and strategy research, and taking into account specificities of the port sector.

Major considerations in developing a hub-and-spoke network to improve the cost performance of container barge transport in the hinterland: the case of the port of Rotterdam

This paper examines ways in which the handling of container barges in the seaport of Rotterdam could be improved with the ultimate aim of expanding the role of barges in the transportation of containers to the hinterland. It argues that the replacement of the present barge services with hub-and-spoke networks would be a promising strategy. The main purpose of the paper is to point out that hub-and-spoke networks can be set up in different ways and to explore the different impacts that these can have on their economic feasibility. A cost model is presented which compares the cost performance of present services to the hinterland with that of the different settings in the hub-and-spoke network, i.e. type and size of vessel, the barge-handling process in the hub, the location of the hub and the handling process at the seaport terminal. The results show that hub-and-spoke has the potential to deliver a better cost performance provided the handling costs in the hub can be kept within limits.

Competition in theRhine delta: waterways, railways and ports, 1870–1913

Rhine transport was not an absolute condition forGerman industrialization. Railways proved to be efficient, and in the 1840–1870 period were essential for the industrialization of theRuhr area. The key questions addressed in this article are: why did inland navigation not disappear from theRhine region (as it did elsewhere), even recovering after the 1870s? And why did it have an unassailable competitive advantage from the 1890s onwards? Political developments leading to the liberalization ofRhine shipping and the canalization of the river created the opportunity to increase the scale of shipping. This gave it competitive advantages when it came to bulk transport. This article uses new data on freight rates in theRhine delta to demonstrate the course ofRhine competitiveness. Furthermore, it identifies the institutional conditions, and the technological and organizational improvements, that were the basis of this growing competitiveness. The conclusion is that the element ofGerman international trade that went by the Rhine correlated with the cost of Rhine shipping when compared to that of railway transport. As a consequence of the recovery ofRhine shipping, the port ofRotterdam became stronger than itsBelgian neighbour,Antwerp.

Analysis of Factors Contributing to Criteria for Selection of European Container Terminals

The selection criteria used by container shipping lines when choosing European container terminals were studied to determine what factors were crucial. Data were collected through a questionnaire given to shipping lines calling at the port of Rotterdam in the Netherlands, the port of Antwerp in Belgium, and the port of Hamburg in Germany, which were the main container hubs in Europe (as measured by the 20-ft equivalent units handled annually). Descriptive statistics revealed that the loading or discharging rate, handling charges, and service quality were the main attributes that influenced port selection. The least important selection factors were personal contacts, investments by shipping lines, and value-added activities. The analysis also showed that hinterland connections were more important than value-added activities. This finding suggested that ports should focus on developing good hinterland connections rather than on providing value-added activities. Factor analysis of the aggregate data was used to determine whether the attributes could be partitioned into fewer, more meaningful factors. According to the results, 12 variables were loaded into two factors, which also appeared to contain distinct elements: Factor 1 contained port attributes, and Factor 2 contained the variables related to formal and informal relationships between ports and shipping lines. Results of the study can be used by port authorities and terminal operators seeking to improve the efficiency and productivity of their ports according to the requirements of their customers, that is, shipping lines.

Vessel Speed, Course, and Path Analysis in the Botlek Area of the Port of Rotterdam, Netherlands

Because vessel traffic in ports and waterways is growing quickly, much attention has been given to maritime traffic safety and port capacity. Many simulation models have been used for predicting traffic safety and port capacity in ports and waterways. However, maritime traffic models have considered only a few aspects; the influence on safety of human behavior and external factors has not been included. An analysis based on data from an automatic identification system was performed under various external conditions in an investigation of vessel behavior and external influencing factors. The study area included a junction and a slight bend with high maritime traffic density within the port of Rotterdam, Netherlands. Vessels were classified according to type and gross tonnage. Equidistant cross sections approximately perpendicular to the navigation direction were used for investigation of vessel behavior, including speed, course, and path for each vessel category. The influence of external factors (wind and visibility) on vessel behavior was identified through a comparison with the behavior of unhindered vessels. In the analysis, specific thresholds were set for selecting external conditions and eliminating the influence of encounters. The analysis of unhindered vessels for each vessel category provided insight into vessel behavior. The results revealed that wind had an influence on vessel speed and that visibility affected vessel speed, course, and path. Analysis results can be used as input for the development of a new maritime traffic model, as well as for its verification and validation.

Maasvlakte 2 (Port of Rotterdam), a showcase of interdisciplinary research of drowned landscapes

Maasvlakte 2 (Port of Rotterdam), a showcase of interdisciplinary research of drowned landscapes

The feasibility of CO2 storage in the depleted P18-4 gas field offshore the Netherlands (the ROAD project)

Near the coast of Rotterdam CO2 storage in the depleted P18-4 gas field is planned to start in 2015 as one of the six selected European demonstration projects under the European Energy Programme for Recovery (EEPR). This project is referred to as the ROAD project. ROAD (a Dutch acronym for Rotterdam Capture and Storage Demonstration project) is a joint project by E.ON Benelux and Electrabel Nederland/GDF SUEZ Group and is financially supported by the European Commission and the Dutch state.A post-combustion carbon capture unit will be retrofitted to EONs’ Maasvlakte Power Plant 3 (MPP3), a new 1100MWe coal-fired power plant in the port of Rotterdam. The capture unit has a capacity of 250MWe equivalent and aims to capture 1.1million tonnes of CO2 per year. A 20km long insulated pipeline will be constructed to the existing offshore platform operated by TAQA and an existing well will be worked over and re-used for injection. Natural gas production in the P18-4 field is projected to end just before the start of the CO2 injection. In this first phase a total storage of around 5Mt CO2 is envisaged with an injection timeframe of 5 years. This paper gives a description of the field and of the studies carried out to investigate the suitability of the field for CO2 storage.

Influence of a Storm Surge Barrier’s Operation on the Flood Frequency in the Rhine Delta Area

The Rhine River Delta is crucial to the Dutch economy. The Maeslant barrier was built in 1997 to protect the Rhine estuary, with the city and port of Rotterdam, from storm surges. This research takes a simple approach to quantify the influence of the Maeslant storm surge barrier on design water levels behind the barrier. The dikes in the area are supposed to be able to withstand these levels. Equal Level Curves approach is used to calculate the Rotterdam water levels by using Rhine discharges and sea water levels as input. Their joint probability function generates the occurrence frequency of a certain combination that will lead to a certain high water level in Rotterdam. The results show that the flood frequency in Rotterdam is reduced effectively with the controlled barrier in current and in future scenarios influenced by climate change. In addition, an investigation of the sensitivity of the operational parameters suggests that there is a negligible influence on the high water level frequency when the decision closing water level for the barrier is set higher due to the benefits of navigation (but not exceeding the design safety level 4 m MSL).

Pole and pontoon hulas: An effective way of ecological engineering to increase productivity and biodiversity in the hard-substrate environment of the port of Rotterdam

Underwater environments in ports are designed for harbour activities solely. However, by simple and cost-effective measures, suitable habitat for underwater flora and fauna can be created. This is expected to have positive effects on higher trophic levels, such as fish, and improve water quality, by enlarging filter feeder biomass. In this study we developed ‘pole hulas’ and ‘pontoon hulas’, consisting of hanging ropes of different materials. The pole hulas are made up of many 6mm thick and 55cm long strings just above and below the mean low water level (MLWL) around poles. The pontoon hulas resemble raft like structures with 12mm thick and 150cm long ropes within the open space of mooring pontoons. The first experimentation with these structures was executed in the polyhaline harbours of the port of Rotterdam. The pole hulas were rapidly colonised by a variety of organisms. Above MLWL a seaweed community dominated on the strings. Below MLWL Mytilus edulis (the Blue mussel) was found to be the dominating species after a few months. In the dense layer of M. edulis on both pole hulas and pontoon hulas many mobile soft-bottom amphipods and young ragworms occurred, which means that colonisation on these structures compensate for biodiversity loss of bottom fauna due to dredging and disturbance by propellers of ships. Settlement of the exotic Crassostrea gigas (Pacific or Japanese oyster) did not occur on the strings of the pole hulas, the ropes of the pontoon hulas and not on the poles with hulas.Wet biomass (including shells) on pole hulas was positively correlated with depth and on average 4.4–11.4 times higher compared to biomass on reference poles. Colonization of the pontoon hula ropes was similar to colonization of the pole hulas below MLWL. Biomass production per rope was density dependent and optimal density of ropes was estimated at 4–8ropesm−2. Biomass (mainly M. edulis) on the ropes of pontoon hulas decreased to a half from the edge to the heart of the hula demonstrating the limitation of food by competition.It was concluded that ecological engineering in the port of Rotterdam with simple structures such as pole and pontoon hulas strongly enhances sessile biological production and biodiversity. This is likely to result in a positive impact on local water quality, and, if applied at larger scales, may have positive influences on the remains of Rhine–Meuse estuary.

The Rhine: backbone of Dutch-German economic interdependence 1919–1933

Abstract For a long time, it has been said that Rhine transport plays an important role in Dutch-German economic bonds. Nevertheless, these transport flows have never been the subject of statistical research. This essay aims to fill this gap for the period 1919–1933. To do so, it charts Dutch, German, Belgian and French freight traffic, both by Rhine barge and by train. This essay finds that Germany’s economic structure and international economic ties find a strong expression in the transport sector, with Germany’s economic heartland clearly being the Ruhr area. In fact, the Ruhr area can be identified as the production centre of a transnational economic region formed by the areas that encompass the Rhine river system. Although transport to and from Belgium and France was also concentrated on the (extended) Ruhr area, for both Germany as a whole and the Ruhr area in particular it was transport to and from the Netherlands – where the port of Rotterdam acted as the main distribution centre for this transnational Rhine economy – that was by a large margin the most important. Of all this transport, the vast majority was via Rhine shipping, truly making the Rhine the backbone of Dutch-German economic relations.

Design and evaluation of a simulation game to introduce a Multi-Agent system for barge handling in a seaport

Multi-Agent systems have been studied extensively, but only a few of these systems are deployed in practice. Essential to get a system implemented is acceptance. In a distributed setting this is challenging, especially when one deals with multiple independent and competing companies. We share our experiences with the use of a real-time multi-player simulation game that we developed to illustrate a Multi-Agent system for the barge handling problem in the Port of Rotterdam. We experienced that the game has many advantages over a more passive approach, such as vocal presentations. We conclude that the game has considerably contributed to the acceptance of the illustrated Multi-Agent system.

The extended gate concept for container terminals: Expanding the notion of dry ports

Different firms in multimodal hinterland networks, such as terminal operators, freight forwarders, information service providers, infrastructure managers, shippers and receivers, aim to contribute to a better performance of the overall supply chain. Terminal operators, for instance, are more and more involved in linking sea terminals with inland terminals, or linking terminals with end points in the chain, such as warehouses. Thus, they assume new responsibilities in addition to being a ‘stocking point’. This article addresses a crucial innovation that is currently developing in the hinterland of the main ports of Rotterdam and Amsterdam: Supply chain and transportation network integration by extending the sea terminal gate into the hinterland. The article explores the relationship between the extended gate concept and the better known concept of dry ports. We argue that extended gates, when implemented correctly, can generate substantial benefits in terms of modal shift, logistics performance and regional development. Substantial bottlenecks still exist that hamper the development of extended gates in multimodal transport networks. The article will identify these bottlenecks, and suggest avenues for solutions. The full implementation and adoption of an extended gate network in a port's hinterland will result in a fundamental change in the role of seaports in global supply chains.