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From 16 September 2024, Germany will introduce passport controls at all external borders, including the one with the Netherlands. This measure could lead to delays and disruptions in the logistics sector.

As of Monday 16 September 2024, Germany has indicated that it will introduce passport controls at all external borders, including the border with the Netherlands. This measure will initially apply for a period of six months. During previous border controls, such as during the corona pandemic, we have seen that this can lead to significant delays. Drivers often had to wait for a long time at that time, which causes additional costs and disruptions for our sector. 

The German measures are intended to combat terrorism and prevent people from entering Germany without a visa. The question now is how strict the checks will ultimately be made in practice. How often and where exactly will checks be made? If there will actually be intensive checks for six months, Transport en Logistiek Nederland (TLN) is advocating a coordinated European approach.

We are therefore concerned about the potential impact of these border controls on our deliveries. Delays at the German border could result in containers not being delivered on time and could delay our logistics planning. Germany is an important economic partner and these controls could disrupt the free movement of goods, which could affect our daily operations.

We continue to monitor the situation closely and are doing everything we can to minimize the impact for you. If you have any questions about your delivery or planning, please feel free to contact us. 

Shipping containers are one of the most essential elements in modern world trade. These metal boxes transport millions of tons of goods around the world each year and make international trade more efficient and affordable. In this blog we will tell you more about the history of the shipping container, the different types, their dimensions, identification, approvals, inspection and their versatile use.

History of the shipping container

The modern shipping container, as we know it today, was introduced in the 1950s by American entrepreneur Malcolm McLean. Before the introduction of the container, goods were usually loaded onto ships loose, or in barrels and crates. This process was labor-intensive and inefficient. McLean came up with the idea of ​​a standardized metal container that would allow goods to be easily transferred from trains to ships without having to reload the contents. Although the concept was promising, it took another 20 years before the container was actually accepted as a standard cargo unit in maritime transport.

In the 1960s, world trade grew rapidly, but this also brought challenges such as port congestion and labor unrest. The transport time between Europe and the United States could still take several months. Traditional shipping companies were reluctant to switch to using sea containers, because they stuck to the traditional system of liner shipping and general cargo ships.

A turning point came in 1966, when container shipping company Sea-Land opened the first transatlantic container service. This new service revolutionized freight transport by reducing the transit time between Europe and the United States to just one week. This made international trade possible on an unprecedented scale and heralded the end of traditional breakbulk transport.

1966 was also a milestone for the port of Rotterdam. That year, the first sea container was unloaded from the SS Fairland, a ship of Sea-Land Service that operated the new liner service between New York and Rotterdam. The 226 containers, each 35 feet long, were unloaded with the ship's own cranes. Because unloading containers required specific facilities, several Rotterdam shippers founded the Europe Container Terminals (ECT) that same year.

The years following this first container unloading saw an explosive growth of the port of Rotterdam, partly due to the rise of container transport. The infrastructure was continuously adapted and expanded to handle the ever-increasing flow of containers. Rotterdam grew into one of the largest container ports in the world. Today, sea containers and container terminals are indispensable parts of the port of Rotterdam, which plays a crucial role in global trade. What started as a simple solution to transfer goods from trains to ships has grown into a fundamental part of the global economy.

Types of containers

Shipping containers come in different shapes and sizes, each designed for specific types of cargo:

• Standard Containers (Dry Containers): These are the most common containers, used for transporting dry, non-perishable goods. They are fully sealed and weatherproof.
• Refrigerated containers (Reefers): These containers are equipped with cooling systems to keep perishable goods such as food and medicine at a constant temperature. These containers are also fully sealed and weatherproof.
• Open Top Containers: These containers have an open roof that can be covered with a tarpaulin. They are used for the transport of goods with unusual heights. Because the container has no closed roof, it is also useful for loading bulk goods that can be poured into the container via the top. 
• Flat Rack containers: These containers have no long side walls or roof, and therefore only have bulkheads and a bottom. They are ideal for transporting heavy and exceptionally large loads, such as machinery and vehicles. The advantage of this is that the container can be loaded and unloaded from both the side and the top. 
• Tank Container: This is made for the transport of liquids, gases and chemicals. They consist of a tank supported by a metal frame that has the dimensions of a container, making it easy to transport the container via intermodal transport. 

Dimensions of containers

Shipping containers are generally standardized to facilitate their use worldwide. The standard container dimensions we use today were originally introduced in the 6,10s. The standard size of a container is referred to as the TEU (Twenty-foot Equivalent Unit). A TEU is approximately 20 meters (2,44 feet) long, 8 meters (2,59 feet) wide, and 8,5 meters (20 feet) high. The length of a shipping container is traditionally referred to in feet (ft.), so a TEU container is referred to as XNUMXft. The most common sizes are:

• 20 foot container: This container is 5,9 meters long, 2,35 meters wide and 2,39 meters high. This size is known as a TEU (Twenty-foot Equivalent Unit).
• 40 foot container: This container is 12 meters long, 2,35 meters wide and 2,39 meters high. It is the most commonly used size in shipping and is often calculated as two TEU.
• 40 foot High Cube container: This container has the same length and width as a standard 40-foot container, but is 2,89 meters high, which provides additional loading volume. 

Although the 20ft and 40ft containers are the most common international sizes, other sizes also exist such as the 10ft (0,5 TEU), 30ft (1,5 TEU), and 45ft (2,5 TEU) containers.

The above dimensions are representative and may vary slightly depending on the manufacturer, date of manufacture, and owner of the container. 

Identification, verification and inspection

Each sea container has a unique identification code, the so-called ISO code. This ISO code is essential for the worldwide tracking and management of containers. It consists of three parts:

• Prefix (the first four characters): These are letters that refer to the owner of the container. These prefix codes are issued and managed by the Bureau International des Containers (BIC), which prevents the occurrence of duplicate prefix codes.
• Serial number (six digits): This number follows the prefix and serves as the container's unique serial number.
• Check digit: This last digit checks the validity of the complete identification code. 

Before a sea container may be transported, it must meet international safety standards. This is done by means of an inspection according to the Container Safety Convention (CSC). New containers are delivered as standard with a valid CSC inspection, which is valid for five years. After this period, the container must be inspected regularly, whereby the validity of the inspection can be extended by a maximum of 24 months. 

During the CSC inspection, containers are inspected for structural integrity and safety. This includes checking for damage, corrosion, the condition of the doors, and the correct functioning of the locking mechanisms. If the container meets all safety requirements, it is given a CSC plate. This plate, which is attached to the doors of the container, contains important information such as the identification number, country of registration, owner of the container, tare weight, maximum net and gross weight. The CSC plate guarantees that the container is suitable for safe transport.

These identification and inspection systems are crucial for the safe and efficient transportation of sea containers around the world.

Use of the container

Shipping containers have a wide range of applications that extend beyond just the transportation of goods: 

• Transport: Containers are specifically designed for intermodal transport, meaning they can be easily transferred between ships, trains and trucks without the need to transship their contents. This makes the transport of goods more efficient and safer.
• Storage: Due to their durability and weather resistance, containers are often used as temporary or permanent storage solutions. They are ideal for storing goods in a variety of environments, from construction sites to warehouses.
• Build: In recent years, containers have become extremely popular in the construction industry, being converted into offices, homes, and pop-up shops. Their modular nature makes them perfect for fast and flexible construction projects, where multiple containers can be linked together to create larger structures.

Initially, containers were mainly used to easily transfer goods from trains to ships. However, due to mechanization and standardization, containers can now be quickly and efficiently transferred between different modes of transport, such as ships, trucks and trains. This makes sea containers suitable for multimodal transport, where they can be transported seamlessly by sea, road and rail. Another major advantage of containers is their standard size, which makes them easy to stack. For the safe stacking of containers, aids such as stackers and twistlocks are used:

• Stackers: This stevedoring tool is used to connect stacked containers together, preventing them from shifting during transportation.
• Twistlocks: These are used to secure containers on ships, truck chassis, or trains. They are attached to the corners of the container to ensure stability. The difference between a stacker and a twistlock is that the stacker prevents containers from shifting, while a twistlock secures the container firmly.

The combination of these technologies ensures that containers can be transported safely and stably, contributing to their versatility and wide applicability in various sectors.

Conclusion

The shipping container has had an undeniable impact on the way we transport and use goods around the world. From their origins in the 1950s to their modern applications in transportation, storage, and even architecture, the shipping container remains an essential element of the global economy. Whether transporting perishable goods in a refrigerated container or building a container home, the versatility and efficiency of these metal boxes continues to impress.

RWG Terminal will increase the peak surcharge from May 1, 2024 and introduce a sustainability contribution. This contribution means that the road carrier will have to pay even more to remove a container. 

Peak surcharge

In a general letter, RWG emphasizes that it continuously strives to further optimize the logistics handling at its terminal. In this context, RWG has added more data regarding the container to the data elements via Portbase as of mid-February 2024. In order to be able to share high-quality data in the future and to continue investing in the landside process, they have chosen to increase the peak surcharge by € 1 to € 2024 as of May 2,50, 17,50. 

Sustainability contribution

In addition, a sustainability contribution will be introduced, a surcharge of € 2,95 per visit by a diesel truck. According to the RWG, this surcharge is an important strategic step in the terminal's sustainability objectives. 

Carriers

It is important for us to emphasize that we, along with many carriers, do not agree with these changes. In recent years, the carrier has often experienced persistent problems at the terminals and the lack of available time slots. Also given the current market conditions, it is very important to note that it is virtually impossible for many carriers to pick up and/or drop off containers outside peak times. The available loading and unloading locations are regularly limited to opening hours from 08:00 AM to 17:00 PM. Even considering night-time transports, drivers come into conflict with their mandatory driving and rest times. In addition, the shortage of drivers already plays a significant role. 

Since 2020, a specific access requirement has also been in force for trucks in certain areas, including the Maasvlakte. These requirements require an emission class of 6 or higher (Euro VI). This led to significant investments in new vehicles by many companies at the time. As a result, a large part of the fleets now comply with the Euro VI standard. Nevertheless, Zero-Emission trucks currently remain unfeasible for many parties due to the high purchase costs and limited accessibility (range). 

More information Sustainability contribution and peak surcharge | Rotterdam World Gateway (rwg.nl)

The situation in the Red Sea region has recently deteriorated due to continued rebel attacks on commercial container ships. In response, the world's largest container shipping lines have decided to temporarily suspend transit through the Red Sea. This means a disruption in the global supply chain. 

The Red Sea serves as a crucial transit route for maritime transport and is the only access route to the Suez Canal, making it an essential link between Europe and Asia. As the world's largest container shipping lines currently stop sailing the Red Sea, the impact on global trade could be significant. About 12 percent of all world trade passes through the Suez Canal.

The reason for avoiding this shipping route is recent attacks by rebels on commercial ships in the Red Sea area. The situation in the area is deteriorating and security concerns are increasing. As a result, most shipping companies are currently allowing their ships to wait in safer waters to further assess the situation. Other shipping companies have already announced that they will sail around Africa and will no longer sail through the Red Sea for the time being.

Recent developments in the Red Sea region are expected to have significant consequences for the economy and container transport. The situation is now forcing ships to consider alternative routes. Such as sailing around the African continent via the Cape of Good Hope. This may result in a delay of approximately 10 days.

The disruption of shipping routes and the resulting delays also affect the arrival and departure of sea containers in the port of Rotterdam. Significant delays are expected in the global supply chain, causing additional costs for logistics companies and traders. These costs can ultimately be passed on to consumers, with economic consequences for everyone.

We advise you to monitor the situation closely, especially regarding possible delays in the delivery of your import or export containers. Keep in touch with shipping companies and your logistics partners to stay informed of any changes. This allows you to respond in a timely manner and limit potential disruptions in your supply chain.

UCT officially started participating in the Portbase Trust Chain in November 2023 joint initiative by governments and company members for the physically and digitally safe collection of containers in the port of Rotterdam. 

What is the Chain of Trust?

The chain of trust introduces a new process for the physically and digitally secure collection of containers. This means a shift in the working methods of all parties involved in the logistics chain, including us as a carrier. The traditional use of PIN codes is disappearing and instead we are working on a closed waiver and collection process with only authorized Shipping Lines, Shipbrokers, Shippers, Forwarders and Carriers.

Safely and reliably exempt import containers

Although several shipping companies have started connecting their customers and underlying chains to the Chain of Trust since the fall of 2023, starting with import containers from Latin America, the deadline for the Chain of Trust for containers from Latin America has been set for March 31, 2024 This means that from that date onwards, all containers from Latin America can only be released safely and reliably via the Chain of Trust. For logistics parties that are not ready for this transition in time, it will not be possible to have their container picked up at the terminal by their carrier.

This system will be further expanded to all import containers during 2024.

Future changes:

With the expansion of Portbase's Hinterland Container Notification (MCA) system, the processing of “Chain of Trust containers” becomes possible. As a valued client, you must nominate us (UCT) as a transport company via the system. This nomination gives us the exclusive right to pre-notify and collect the container. You can easily nominate us by using the EAN number previously shared by email. An essential aspect of this process is the linking of our charters to the pre-notification via their Cargocard number. This step creates a closed waiver and collection process, eliminating the use of PIN codes.

The integration into the Chain of Trust marks a crucial step for UCT in the pursuit of greater safety and reliability within our logistics processes. 

For questions or more information, please contact The Chain of Trust – Portbase Support

Hutchison Ports ECT Rotterdam will introduce two new rates from January 1, 2024 to introduce for road transport at the ECT Delta and Euromax terminals. From that date, trucks will be charged a peak and climate surcharge.

Spread allowance

In a letter to carriers, ECT emphasizes that the Delta and Euromax terminals have been open 24 hours a day for years, but that this option is not used sufficiently. This causes long traffic jams at the terminals at peak times. The ECT wants to introduce a dispersal surcharge for this, which aims to change this. 

The spreading rate is a kind of peak surcharge that applies between 05:00 AM and 19:00 PM on weekdays. Trucks then pay €13,50 per visit. If trucks collect containers outside these times, compensation applies, a spreading premium of 4,50 euros. The drivers are not paid that money, but it counts as a discount.

Climate rate

In addition, a Climate Rate will be introduced, a surcharge of €2,50 per diesel truck. According to ECT, this surcharge is necessary due to Dutch and European regulations that oblige the company to make its own processes climate neutral as quickly as possible. 

ECT also emphasizes that reducing nitrogen emissions at the terminals is essential for further development of the terminals. Visiting modes contribute to the terminal's nitrogen emissions. Zero-emission trucks are exempt from the climate surcharge.

Carriers

With the current market conditions, it is very important to note that it is virtually impossible for carriers to pick up and/or drop off containers outside peak times. The available loading and unloading locations are regularly limited to opening hours from 08:00 AM to 17:00 PM. Even considering night-time transports, drivers come into conflict with their mandatory driving and rest times. In addition, the shortage of drivers already plays a significant role. 

Since 2020, a specific access requirement has also been in force for trucks in certain areas, including the Maasvlakte. These requirements require an emission class of 6 or higher (Euro VI). This led to significant investments in new vehicles by many companies at the time. As a result, a large part of the fleets now comply with the Euro VI standard. Nevertheless, Zero-Emission trucks currently remain unfeasible for many parties due to the high purchase costs and limited accessibility (range). 

More information New road transport rates | ECT Hutchison Ports

We are pleased to announce that this year we can be found as a board sponsor along the main field of the Oudenhoornse Voetbal Vereniging (OHVV). We are excited to be able to support the club with this. 

About OHVV

OHVV is an amateur football club from Oudenhoorn. The football club was founded in 1947 and plays its home games at Sportpark OHVV on the Eeweg in Oudenhoorn. The association has several teams that compete in the KNVB competition. The first team of which plays in the Fourth Division and since this year they also have a girls' team.  

Carola van de Loosdrecht, UCT employee, is OHVV's resident photographer and takes sporting photos of the players every match day.

Our mission

At United Container Transport BV we strongly believe in the power of community collaboration and supporting local initiatives. By sponsoring OHVV, we hope to contribute to developing talent, encouraging healthy competition and promoting an active lifestyle in our community.

Thanks to the support of board sponsors, among others, OHVV can continue to grow and prosper. This means more opportunities for players to develop their skills, more exciting matches and events, and a strong community coming together to support their local football heroes.

Together we strive for success on and off the field!

Mussels aan de Maas 2023 was another great success! On Wednesday 20 and Thursday 21 September 2023 we were back with the Samen Sterk team at the networking event of the port of Rotterdam.

At the vibrant fair that took place on the quay of the SS Rotterdam, it was an unprecedented success at the stand from the official opening to the end. Samen sterk. This year, the Samen Sterk team expanded to 16 companies, all of which have a connection with Rotterdam and/or the port of Rotterdam.  

In addition to the business interactions, there was also room for relaxation and culinary enjoyment. The culinary delights of Sushi Yip and Thai Flavors, among others, completed the picture. This not only provided a welcome break from the busy day, but also promoted informal conversations and the sharing of ideas. The event was a great success and promises a boost for collaborations in the port of Rotterdam.

Team Together Strong

AWL Moerdijk • Bandimex BV • Baron Rum BV • Bonn & Mees Drijvende BokkenB.V. • De Rijke Group • Desco Forwarding Solutions BV • Duik- & Bergingsbedrijf W. SMIT BV • Freightline BV • HerikVerhulst Advocaten • Hurkens Transport & Expeditie BV • Kroonint BV • Maesstad BV • Moore DRV • Overmeer Logistics • Ringelberg Touringcars • ROG Ship Repair • United Container Transport BV

German maut almost doubled as of December 1, 2023. And from July 1, 2024, also mandatory for vehicles from 3,5 tons.

The German government has decided to implement significant increases in tolls for use of German roads from December 1, 2023. From that date, a surcharge of 200 euros per tonne of CO2 will be charged. This results in almost a doubling of current maut prices.

In addition, from July 1, 2024, the obligation to pay tolls will be extended to motor vehicles with a permissible gross weight of 3,5 tons or more.

It is notable that from now on, toll revenues will no longer flow to the federal highways, but will be fully invested in the expansion of Deutsche Bahn's rail infrastructure.

However, by the end of 2025, zero-emission vehicles will be exempt from tolls. However, this raises questions, as there are currently no suitable vehicles available for long-distance freight and passenger transport, nor the necessary charging infrastructure, various stakeholders in the transport sector emphasize.

More information Toll Collect | Truck tolls in Germany (toll-collect.de)

It was an evening to remember, because United Container Transport BV recently celebrated a phenomenal company party that exceeded all expectations. The room was filled with excited employees, partners and guests who came together for an unforgettable evening of fun, networking and entertainment.  

An enchanting atmosphere

From the moment guests entered the beautifully decorated location of the Jongens Van in Spijkenisse, there was an atmosphere of excitement and togetherness. The elegance of the decorations and the carefully chosen lighting provided a warm welcome and created the perfect ambiance for the evening.

Culinary indulgence

The company party was not only a feast for the senses, but also for the taste buds. Guests were treated to an extensive range of culinary delights, from oysters to delicious other delicacies. De Krom's kitchen staff outdid themselves and provided an unforgettable culinary experience.

Entertainment 

The evening was enlivened with spectacular entertainment, ranging from live music by Andrew Dean to an impressive performance by none other than John West! Guests did not leave their dancing shoes unused and filled the dance floor with enthusiasm and energy, creating an unforgettable atmosphere.

Thanks to everyone involved

This successful company party would not have been possible without the efforts of many people. United Container Transport BV would like to express its sincere thanks to all employees, partners and suppliers who contributed to making this special evening a reality.

As a token of appreciation, we look forward to an even more successful year for United Container Transport BV and are excited about what the future holds.

Aftermovie 20th anniversary party