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Rotterdam is in a hurry! Saigang has caused 4 million Teu transit cargo delays exceeding 72 hours, f

  • Author:Alvin
  • Source:HKSG-GRUP
  • Release Date:2018-04-19
Cyprus, increase!

Re-arrival, further increase!

Increased congestion, increase in price increases!

Yes, this is not a tongue twister. This is Europe's largest port, and the truest portrayal of the port of Rotterdam is present!

Since the reorganization of the world's major shipping alliances last year, this world ranked 11th and Europe's number one Dagang has been caught in a quagmire and unable to extricate itself!

According to the latest information learned by, the current delay in the port of Rotterdam due to barge congestion has climbed to more than 72 hours, and a large number of container ships will be seriously delayed!

And a large number (nearly 4 million Teu per year) transits via Rotterdam to other European ports, or European inland areas, according to the words of the majority of foreign trade companies: Blocking you to no temper!

According to statistics, nearly one-third of the more than 12 million TEUs that Rotterdam handled in 2017 were transported inland. To ensure that containers are unloaded from huge ships and transported by trucks, the pressure on deep-sea terminals is enormous.

With Rotterdam stepping up its pivotal position in Northern Europe, transit volume in 2017 increased by 12.3%. According to the port's data, the growth of deep sea transshipment has been growing steadily every quarter, from 6.1% in the first three months of 2017 to 13.6% in the same period of last year. The number of transshipments from feeder vessels has been growing at the fastest rate of over 21% per year.

The increase in the number was mainly caused by the growing growth of Asian-European trade and the new alliance that began in April 2017. The new Union’s ships are even more anchored in Rotterdam. However, rising production has exacerbated a longstanding problem - how to transport inland containers to the port by barge from the deep-sea terminals at Maasvlakte and without delay.

It is reported that the port of Rotterdam has just completed the latest round of negotiations with the industry, trying to find a solution to improve the barge program and reduce congestion. Its Nextlogic dispatch program is being developed to better arrange barge calling and 19 Dutch and international companies are participating in the negotiations of the inland container shipping sector.

Just this week, the Port of Rotterdam Authority announced the first version of its latest digital application, Pronto, claiming that the application will increase the efficiency of the 30,000 vessels calling at Rotterdam each year. It is expected that the application will be docked. The port of the ship reduces the waiting time by an average of 20%.

"The problems facing Europe's busiest container port will soon be resolved," said the terminal executive.

However, although all parties are happy to eventually adopt more concrete measures, not everyone believes that the Rotterdam Port Authority is on the right path.

Thijs van den Heuvel, operations director of the inland terminal Combi Terminal Twente in the Netherlands, said that the terminal handles approximately 330,000 TEUs a year. At the International Cargo Handling Coordinating Association's port hinterland connectivity seminar, despite numerous dialogues in the past few years, There does not seem to be any change, and continuous barge congestion will not be resolved until the port between the deep-sea port and the inland terminal is disconnected.

Van den Heuvel explained that the current network between the Port of Rotterdam and the inland terminals is too fragmented and complex. "There are so many shippers, freight forwarding companies, shipping companies, and deep-sea dock barge operators. They all need to work together to make the system work."

Van den Heuvel stated that many deep-sea and inland wharfs will affect both parties' container volume and increase the complexity of managing barge transport. Deep-sea transport is handled by a shipping line, while an inland transport company or inland terminal pays for the direct transport to the port inland. This means that the inland route has a separate contractual agreement instead of it being part of the THC. .

Van den Heuvel stated that under ideal circumstances, a large inland wharf will enter the large barge from the inland terminal and then set sail on a deep sea terminal and return. However, with the increase in the number of inland wharfs in the Netherlands, the number of deep-sea wharfs has also increased, and the number of both parties has expanded. If the capacity of a port is insufficiently channelled, it will cause delays and affect the next ship and the next ship, causing congestion.