With construction of Maasvlakte 2 now underway, Rotterdam port authority (GHR) is turning its attention to the problems of absorbing the extra container traffic generated in its hinterland and how best to influence the modal split to increase barge and rail and disadvantage truck traffic. The port has forecast that throughput will double to 22M TEU by 2020. This may appear optimistic given current trading conditions, but last year’s record of 10.78M TEU was double the figure just 3.5 years ago.

External and internal competition and the effects of the economic downturn pose challenges for what has been among the country’s most dynamic industries.

Rotterdam port authority (GHR) says that it will start construction of the second Maasvlakte on September 1, even though there are still appeals pending. The port belives that the objections lack conviction and contain no new insights or arguments in relation to earlier objections that have already been waived by the authorities.

Rotterdam World Gateway (RWG), the consortium of DP World, New World Alliance (NWA) and CMA CGM that won the concession to operate the 4.2M TEU/year capacity “Terminal 1” at Maasvlakte-2 (see WorldCargo News July 2007, p1), will be an automated terminal, with AGVs, ASCs and an automated second trolley for the superpost-Panamax (22-wide, at least) quayside cranes.

DP World and its partners New World Alliance (APL, HMM and MOL) and CMA-CGM have won the bid for the second container terminal concession (technically terminal 1) at Rotterdam’s future Maasvlakte-2.

From a total of around 15, the shortlist for the remaining container terminal concession at Maasvlakte 2 under the Port of Rotterdam (HbR)’s open assessment programme (OAP) is believed to be down to two bidders – consortia made up of DP World and the New World Alliance (APL, HMM and MOL), and PSA with MSC.

With construction of Maasvlakte 2 now underway, Rotterdam port authority (GHR) is turning its attention to the problems of absorbing the extra container traffic generated in its hinterland and how best to influence the modal split to increase barge and rail and disadvantage truck traffic. The port has forecast that throughput will double to 22M TEU by 2020. This may appear optimistic given current trading conditions, but last year’s record of 10.78M TEU was double the figure just 3.5 years ago.

External and internal competition and the effects of the economic downturn pose challenges for what has been among the country’s most dynamic industries.

Rotterdam port authority (GHR) says that it will start construction of the second Maasvlakte on September 1, even though there are still appeals pending. The port belives that the objections lack conviction and contain no new insights or arguments in relation to earlier objections that have already been waived by the authorities.

Rotterdam World Gateway (RWG), the consortium of DP World, New World Alliance (NWA) and CMA CGM that won the concession to operate the 4.2M TEU/year capacity “Terminal 1” at Maasvlakte-2 (see WorldCargo News July 2007, p1), will be an automated terminal, with AGVs, ASCs and an automated second trolley for the superpost-Panamax (22-wide, at least) quayside cranes.

DP World and its partners New World Alliance (APL, HMM and MOL) and CMA-CGM have won the bid for the second container terminal concession (technically terminal 1) at Rotterdam’s future Maasvlakte-2.

From a total of around 15, the shortlist for the remaining container terminal concession at Maasvlakte 2 under the Port of Rotterdam (HbR)’s open assessment programme (OAP) is believed to be down to two bidders – consortia made up of DP World and the New World Alliance (APL, HMM and MOL), and PSA with MSC.