intrans september 2010

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Erasmus University Rotterdam

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3000 DR Rotterdam

Year 2010/ 2011 - Number 1– September, 2010

Urban, Port and Transport Economics

in Rotterdam

From the president

What have we done?

page 2

page 3

InTrans

Occupational- industrial targeting approach page 4

Rotterdam and port economics 0

King of the A15 page 12

Waterborne Public Transport page 6

How are you doing? page 14

From the president….

Pagina 2 InTrans, September 2010

By: Paul Blijs

Dear students,

This issue of the Intrans marks the new beginning of study year 2010-2011 for the master Urban, Port

and Transport Economics. First of all, I would like to welcome all students that have enrolled for this mas-

ter! In my opinion, an excellent choice! Your master encompasses several subjects of urban, port and

transport economics, and with this issue we hope to give you a head start on some of these subjects.

In this issue you will find two master students telling you about their experiences with a master thesis

while giving you some insights in their topics! Boardmember Robert Prins addresses the port side of this

master and also informs you about our first upcoming introduction event organized together with the Port

of Rotterdam. We also try to give you a prospect of your future work possibilities with an interview of an

old master student, Hannah Kandel, currently working at Rebel Advisory. You can also read about some of

the past activities we have experienced, such as a visit to Antwerp.

All articles in this Intrans also interlink with what we do as study association Transito. As Transito we aim

to give students a practical experience that aligns with the master. We organize inhouse days together

with relevant companies, we arrange (educational) trips for students to enjoy and of course we organize

social drinks as well! If you want to enjoy all of this, make sure you will become a member of Transito.

Besides this, all these events need to be organized. Currently we are looking for people wanting to experi-

ence all of this in either becoming a board member or a committee member of Transito. If you have ques-

tions about this, do not hesitate to approach a member of the 2009/2010 board, we are present at office

H12-05. You can also visit us at our website, www.transito.nu.

This leaves me with wishing you all the best for upcoming study year,

together with Transito of course!

Paul Blijs

————- President Board 2009/2010

Welcome all!


What have we done? In this topic we would like to tell you what we, as Transito, have done.

Visit to Antwerp

Thursday the 17th of June Transito organized a trip to Antwerp. We were invited by the Consul-General in Antwerp

to visit him in his official residence in Antwerp and to learn more about Dutch-Belgian relations. When we arrived in

Antwerp we were received with coffee and tea before we started off with the first presentation. After a short intro-

duction of Mr. G. Heijkoop, Consul-General, Chris Coeck started off with a presentation about the Port of Antwerp.

Chris Coeck works as an advisor at the research department of the Port Authority of Antwerp and is a professor in

Transport Economics at the University of Brussel. Mr. Coeck was able to tell us about some interesting facts that are

taking place in the Port of Antwerp; he mentioned the construction of a new office building for the port authority,

the development of the Deurganckdok and he showed us some interesting figures about the problems of traffic

flows around Antwerp. This presentation gave us a great inside about the development of the Port of Antwerp.

Consul-General Mr. G. Heijkoop took over after this presentation and gave us a small crash course in diplomacy with

some highly interesting subjects from the Dutch-Belgian relations. In short it is almost impossible to explain all the

things a Consul-General does to maintain a good relationship between Holland and Belgium in order for Dutch com-

panies and governments being able to be present and work in Belgium. Mr. Heijkoop showed us interesting exam-

ples which should make it a bit clear for you too. The Consul-General and the Consulate are emphasizing on good

relationships between the Ports of Rotterdam and Antwerp in order to increase economic activity, take into account

for example the dredging of the Schelde. Besides this, the Consul-General also tries to intervene in the Iron-Rhine

issue, a railway track from the Port of Antwerp through Holland to Germany. Of course there are many subjects the

Consul-General is dealing with that do not include the Port of Antwerp, these were just some examples.

After this presentation we were offered an outstanding lunch by the Consul-General and his wife. During this lunch

we were able to ask questions and continue the debate about the previous presentations. After lunch we left the

official residence of the Consul-General for the centre of Antwerp, but not before we all received a nice book about

the way Holland presents itself abroad. We then visited museum ‘t Steen at the docks of the Schelde. This museum

contains some nice old boats and ships from the past. After this visit we were rewarded with another nice Belgian

speciality, beer! At a terrace in the central market square we enjoyed some drinks before we went back to Rotter-

dam.

Last but not least I would like to thank Consul-General Mr. G. Heijkoop, his wife and Jorik Visscher for receiving

Transito in Antwerp and Mr. Coeck and Mr. Heijkoop for their interesting presentations! On behalf of every student

being present I can say we

enjoyed it very much.

By: Paul Blijs

InTrans, September 2010

Occupational– Industrial Targeting Approach By: Noortje van de Burgt

Cities consist of various areas, prospering areas but also areas that need to be revitalised. Those areas

are usually characterized by high unemployment, low levels of education, high crime rates, substance

abuse, bad housing, etc. These characteristics often reinforce each other and cause a downward spiral of

decline. Local economic development programs aim to improve such areas by revitalising them. An exam-

ple of a local economic development project is the ‘Pact op Zuid’ program in Rotterdam. This program cur-

rently partly focuses on decreasing the mismatches between the demand for labor and supply of labor in

this area and increasing the participation of people in the labor market from that area. The ‘Ik zit op Zuid’

project is another project aimed to increase the amount of jobs available for the inhabitants living in Rot-

terdam- South. By increasing the amount of people participating in the labor market from distressed areas

unemployment in these areas declines and income levels increase. The aim is to alter the negative spiral

of decline.

In order to improve distressed areas by focusing on the labor market, local economic development pro-

grams, that focus on this issue, have the aim of altering the amount of people participating in the labor

market. These programs can be divided in supply side approaches, demand side approaches and the oc-

cupational – industrial targeting approach. Supply and demand side approaches are the traditional pro-

grams used when wanting to alter the amount of people participating in the labor market. However these

programs have some considerable problems. Supply side approaches aim at re-educating the currently

unemployed. By re-educating, the skills of the currently unemployed are altered and improved. At the

same time this approach causes an oversupply of potential laborers in certain other job markets. The

oversupply is caused by the fact that these policies do not look at the specific demand for labor, but solely

focus on alteration of the supply.

Demand side approaches in turn target specific industries or sectors. The advantage of these approaches

is that they do not result in an overstressed labor market, because these approaches take into account

an over- or undersupply of labor in the sector. Demand side approaches focus on a specific sector that

will be targeted. The aim of these programs is to increase the amount of firms in this sector and let this

sector grow successfully. When increasing the amount of firms it is expected that also demand for labor in

these firms will increase. The problem with demand side approaches however is that when one targets a

specific cluster this does not mean it will be growing successfully [1]. Moreover it is very difficult to define

the most important critical factors in determining which industry should be targeted.

Because the just discussed programmes have some considerable difficulties it might be better to use the

occupational- industrial approach to alter the amount of people in the labor market. This approach


takes into account the demand and supply side of the labor market. However this approach is not the

same as a combination of the just discussed traditional programs. When using the occupational– industrial

approach you first determine the industries important in an area. Thereafter you determine the important

occupations within the important industries in an area. When knowing the occupational- industrial

strength of an area, a specific program can be developed to increase the amount of people working in

that area. A hypothetical example will illustrate this approach. If in Rotterdam and in Makkum a cluster in

shipbuilding is present this does not mean that both clusters are specialized in the same things. The occu-

pational strength of Rotterdam’s cluster is for example the craftsmanship building level, while the strength

in Makkum lies in the engineering of the ships. When wanting to develop an economic development pro-

gram both clusters need a totally different targeting program, because their strength lies in very different

occupational levels. By looking at clusters/ sectors via the occupational- industrial targeting approach a

more specific kind of local economic development program can therefore be developed.

Markusen mainly structured this approach by illustrating how to determine the important industries and

important occupations in an area [2]. Currid and Stolarick developed the approach further by arguing that

the important occupational level of an area should match the strength of the current areas workforce [3].

Currid and Stolarick argue that industrial productivity is a function of human capital, hence the importance

of human capital for growth [3]. At the same time the authors argue that a focus on human capital has to

go together with a focus on industries. Otherwise it is not about value added, but solely about demo-

graphic characteristics. They therefore combine the occupational approach with the industrial targeting

approach. When targeting this way the real strength of an area should become visible. By knowing the

real strength of an area one can make specific economic development programs for that area which are

very precise and might have a more positive outcome.

The literature has not yet discussed this approach specifically for an area in distress. Therefore I argue in

my thesis that when applying the occupational- industrial approach in Rotterdam- South, an area still in

distress, some conditions need to be satisfied before the approach can work. My thesis illustrated that in-

deed the educational level and soft skills of the inhabitants from Rotterdam- South need to increase, be-

fore this approach can operate fully. However one can apply the occupational- industrial approach to see

the specific strength of the distressed area, satisfy the conditions that lead to sufficient skills to match the

occupational level important in the area and target it with a specific economic development program in

accordance with this strength.

References:

[1] Bartik T.J. (2003), Local economic development policies, Upjohn Institute Staff Working Paper , no. 03-91,

[2] Currid E. and Stolarick K. (2010), The occupation- industry mismatch: New trajectories for regional cluster analysis and eco-

nomic development, Urban Studies, Vol. 47, no. 2, pp. 337- 362,

[3] Markusen A. (2004), Targeting occupations in regional and community economic development, Journal of the American Plan-

ning Association, Vol. 70, No. 3, pp. 253- 368.


Waterborne Public Transport Waterborne public transport, in some cases, turns

out to be a good alternative for the already used

land based transport modes. In some cases, because

there are several success factors which can influence

the way the waterborne public transport network or

line performs. Several foreign examples gave an im-

pression of how waterborne public transport net-

works work in other countries; countries where peo-

ple have more experience with ferries and ferry net-

works because they have been used there for quite

some time now.

In the province of South-Holland there is a lot of wa-

ter, however in total 10 rivers or canals seem to be

suitable for waterborne public transport networks.

Other rivers are too small, have art works (bridges)

that make the river unsuitable for ferries or these

rivers have speed limitations. Most of these 10 rivers

are in the Rotterdam area, which means new lines or

networks can be linked to the already existing

Waterbus, or Aqualiner for example.

Rotterdam

A research of the EDBR [1] looked at the possibilities

and potential of waterborne public transport in the

city of Rotterdam. This rapport was initiated because

of the decreasing accessibility of the city of Rotter-

dam. All roads and highways in and around the city

are dense or highly congested and this problem will

most likely increase as parts of highway 15 will be

closed for a longer period of time when the govern-

ment starts to broaden the highway. Besides that

there are several redevelopment areas along the

river which are currently badly accessible. There are

several possible solutions the EDBR research comes

up with. One of these solutions is in fact waterborne

public transport. The fact that the river that flows

through the city becomes a more and more connect-

ing element, strengthens this idea as a solution.

The river Maas and the location it takes in the city is

one of Rotterdam’s unique selling points. The

waterfront is an area which is actively changing and

‘moving’. Examples of this are the ’Kop van Zuid’,

the ‘Lloydkwartier’ and the older city harbors that

are becoming vacant as the real port of Rotterdam

moves away from the city. The Maas is even looked

at as the vein of life of the city, as it forms the con-

nection between the port, which is the economic

engine of the city, and the hinterland of the port.

Besides the current ways of waterborne public

transport in Rotterdam, there are several other wa-

terborne transport modes known; the Spido, the

pancake boat or the ‘Berenboot’ for example.

Public transport over water can stimulate the (re-)

development of the river and the port banks in Rot-

terdam. Most of these areas were not originally

made to be very accessible by land, there are

hardly any connections with the land based public

transport modes, and roads and bike lanes are very

limited. Therefore these areas should be able to

take profit of this new way of public transport, as it

can attract more people. Better accessibility means

that an area becomes more attractive; more attrac-

tive to visitors, companies and employees for ex-

ample. This could eventually result into a higher

market value; an improvement in the accessibility

of these locations along the river, which means that

more value is created. A good example of this cre-

ated market value along the river is the RDM Cam-

pus at Heijplaat, this old port area is now better

accessible because of the Aqualiner, see picture,

By: Ramona van Dijk


congestion levels can be decreased. The fact that

waterborne public transport is a fun an relaxed way

of travelling can have a positive effect on the num-

ber of tourists, which generates extra income for

the entire area. There are also some social benefits

linked to waterborne transport; it improves the

scope of the bike, which makes it easier for people

to go on bike trips. As people get the possibility to

get out of their car and to use another mode of

transport, safety on the roads can be improved and

noise and air pollution can be decreased.

The success factors, which are needed in order for

a waterborne public transport network to be suc-

cessful are integration, added value, all over acces-

sibility, attractivity and image and the fact that it is

a relatively cheap transport mode. A water city,

such as Rotterdam, can benefit from a waterborne

public transport network; the network can

strengthen the image and make the city more at-

tractive as the city can be viewed from a new point

of view; the water. As there already are many ri-

vers and canals in the province of South-Holland,

most of the infrastructure related to this mode of

transport is already in place. This makes it a cheap

modality to invest in, especially compared to other

modes of transport where tracks or highways need

to be created for.

One thing that seems to stand out, is that even

most stakeholders do not see the advantages and

added value possibilities of waterborne public trans-

port. This leaves space open for further research; if

all these advantages get known under the greater

public, waterborne transport can become more and

more attractive for policy makers to invest in.

References:

[1]: EDBR (2008), Snel Weg over de Maas – Personenvervoer

over water in de Rotterdamse regio, EDBR Advice, Rotterdam,

July 2008.

which services this specific area. The Campus is now

an attractive part of the city of Rotterdam, and it

harbours a large part of the creative sector in Rotter-

dam; schools and companies.

Another factor that shows the potential of a water-

borne public transport network is that such a net-

work improves the attractiveness of a city such as

Rotterdam. Tourists or (future) inhabitants have a

larger scale of activities to choose from; a visit to the

theatre or a soccer match in the Kuip can easily be

combined with a dinner in the city centre. A day trip

to a recreational area outside the city, such as the

Molengebied (Mill area) in Alblasserwaard, is only

one boat trip away. Moreover, two of the newest

touristic activities in Rotterdam have a strong rela-

tionship with the water; the SS Rotterdam and the

World Port Experience.

The image of Rotterdam can also benefit from a wa-

terborne public transport network. The development

of the city has been dependent of water and the

river for a long time. A good working transport net-

work that only uses the river that flows through Rot-

terdam will mean an impulse for this image of the

city.

To sum all of this up; if a waterborne public network

is organised in a good way, it can attract new inhabi-

tants or companies and it can speed up the develop-

ment of new and ‘old‘ companies. A waterborne pub-

lic transport network should be seen as an important

instrument for the economic development of the en-

tire Rotterdam region (from Hoek van Holland all the

way to the Drechtsteden and maybe even further).

Success factors of waterborne public transport

A waterborne transport network can add value to the

city or region it is located in. Of course, the exact

added value depends very much on several factors;

the population density, the levels of congestion in

the area, the number of business and the available

stops. However, the most important added value is

the fact that the accessibility is improved, total travel

time can be shortened, which also saves money, and


Rotterdam is a beautiful city which needs to be discovered. I am born and raised in Rotterdam so I know

this is true. Most visitors and people from outside the city know Rotterdam from one specific function of

the city, the main port function. Therefore it is not accidentally that the master urban, port and transport

economics is part of the masters that are offered by the Erasmus University.

The port of Rotterdam is one of the largest

ports in the world and is listed in the top 10

ports of the world, as figure 1 illustrates.

The list of the top 10 ports in the world is

dominated by Asian ports, eight of the

ports in the top 10 are Asian. Next to the

port of Rotterdam the only port outside

Asia is the port of Los Angeles/Long Beach.

The port of Rotterdam is in Europe the

number one port. Other main ports in

Europe are the ports of Hamburg and Ant-

werp. Interesting is that these three ports

together handle less containers then the

largest port in the world, which is the port

of Singapore.

The port of Rotterdam has always been the number one port in Europe. The difference in container han-

dling between the port of Rotterdam and the other ports in Europe is getting smaller. A decade ago the

port of Rotterdam was still the clear number one leader in Europe. Looking at the number of containers

that are handled in the ports, the ports of Hamburg and Antwerp are approaching very closely. This is

partly caused by the fact that the capacity could not be expanded in the port of Rotterdam. During the

economic crisis Rotterdam was less harmed than for example the port of Hamburg. Because the port of

Rotterdam has been able to keep its competitive position during the crisis, the position of the port of Rot-

terdam has improved in its port range in 2010, although the number of containers decreased in almost all

the ports.

The port of Rotterdam might increase its position in the port range even further when the second

Maasvlakte is finished. The second Maasvlakte is currently being constructed and the first container

Rotterdam and Port Economics By: Robert Prins

Source: numbers 2008: http://www.geohive.com/charts/ec_ports.aspx, numbers 2001: Chien– Chang Chou (2002)


terminals will be operational in the year 2013. The total capacity can increase with at least 16 million TEU

(Twenty-feet Equivalent Unit). The total amount of TEU that was handled in the year 2009 in the port of

Rotterdam TEU was 9.743.000. The forecasts are that with the extra capacity of the second Maasvlakte

the port of Rotterdam will be able to increase the numbers of TEU with higher numbers then the other

ports in the range.

Even though the expectation is that the competitive position of the port of Rotterdam might increase in

the port range when the second Maasvlakte is finished. There are also problems which can affect the po-

sition of the port of Rotterdam. Before the crisis the congestion problems in and around the port of Rot-

terdam were large and the problems will be worse when the number of TEU’s increases. This might affect

the port of Rotterdam negatively which will have an influence on the ranking of the port of Rotterdam.

The topic sustainability is also an important issue nowadays. For example, how can the hinterland trans-

port from the ports become more sustainable. With tighter environmental regulations the port of Rotter-

dam might has to change strategy in order to handle as much cargo as it wishes to secure their position

in the port ranking.

These and other topics about the port of Rotterdam are part of the courses and the seminars which will

be given in the master. The students who follow the course port economics will be invited for a day at the

port authority of the port of Rotterdam, arranged by study association Transito. The port of Rotterdam

will be introduced with a lot of pictures and statistics and a trip to the second Maasvlakte is part of the

day.

The port and transport side of the master were the reason for me to choose this master. Now I finished

the master I can say that I am happy with my choice. I wish you all the best of luck in the master and I

will meet the most of you during the day at the port authority.


How are you doing?

In this part of the InTrans, we ask Transito members to tell us something about their job. In this

issue: Hannah Kandel. Hannah Kandel enrolled in the UPTE program in September 2008 and

graduated in March 2010. Currently, she works as a junior consultant at Rebel.

Back in 2006, as a first year International Busi-

ness Administration student, I had to write a

business plan for an already existing company.

Somehow, I ended up writing that business plan

for Rebel. Rebel is a consultancy firm that’s ac-

tive at the interface of public and private sectors

and has a strong financial-strategic orientation.

Rebel works in a wide range of sectors, includ-

ing infrastructure and mobility, urban and spa-

tial development, ports, healthcare, water and

energy.

A couple of months after finishing the business

plan, I was offered a job as a student assistant

at Rebel. An offer I gladly took on. During my

first year at Rebel, my main focus was on

infrastructure, mobility and spatial develop-

ment. I liked this particular field so much, that

I decided to enroll in a Masters program that

would teach me more on these subjects. That

master was UPTE.

After graduating I decided to stay with Rebel.

It was clear to me that no other company could

offer me what Rebel did. First of all the culture.

Rebel is a relatively small company, consisting

of about 75 people spread over offices in Rot-

terdam, Antwerp and Dusseldorf. We haven’t

really heard of a thing called hierarchy, and the

atmosphere is extremely informal. This pro-

vides a great contrast to the culture of many of

our clients. But even more important than the

culture is the fact that I feel taken seriously by

Rebel. At Rebel, juniors are in many ways

treated equally to their older, more

experienced counterparts. That means that

junior consultants at Rebel are given a lot of

responsibility early on. As a third year student,

Rebel sent me to the Parisian Arc de la Defense

by myself. My assignment was to present the

results of a research I had done to fifteen hot-

shots from the European infrastructure sector.

I was extremely nervous, but it turned out to

be great. I feel that being given responsibility

is key to a steep learning curve.


want. Typically, I use the time that’s not occu-

pied by meetings by doing research, writing re-

ports or proposals or focusing on internal affairs

such as recruitment and social corporate re-

sponsibility. Sometimes a project requires that I

work on location a couple days a week, which I

like: it provides a nice variation of scenery.

The non-existence of a ‘typical day’ is quite typi-

cal for the consultancy business. Overall, how-

ever, I think most consultancy firms differ more

than they have in common. I feel that the main

difference is in the culture and the motives that

drive a firm. I have experienced that it are ex-

actly these two characteristics that make you

like your work either a lot or not so much.

Therefore, my advise for anyone aspiring a ca-

reer in consultancy is to not only focus on the

type of work potential employers offer, but to

also pay attention to the softer sides of a com-

pany such as culture and people.

My work only covers part of what Rebel has to

offer. If you’d like to know more about working

at Rebel you can visit

www.rebelgroup.com/career.

And apart from that, it’s just plain fun.

Within my work, my main focus is on urban

and spatial development. This spring I was part

of the team that investigated the contract of

spatial development project Blauwestad. In the

course of that project I interviewed about 30

people, among whom former ministers, royal

commissioners and provincial deputies. I also

wrote part of the report that later gave rise to

an interesting debate in the national media.

Earlier this year I also developed a framework

that helps shrinking cities decide which solu-

tions to invest in.

I also spend quite some time on projects re-

lated to other sectors, such as infrastructure,

mobility and education. For instance, I’ve been

involved in the evaluation of the Betuweroute,

a research regarding the OV-chipcard and a

social cost benefit analysis for a project that

tries to keep teens from dropping out of

school. That’s another thing I really like about

Rebel: no one is bound to a specific sector or

type of work. If you’ve worked in the spatial

sector for a couple of years, there’s no reason

why you can’t do some projects in – say – the

health care sector.

There is no such thing as a ‘typical day’ at Re-

bel. I arrange my day according to my activi-

ties. Some days are packed with meetings with

both clients and colleagues. On other days, my

agenda is empty and I can work where I want

(either at the office or at home) and when I


King of the A15

For those of you who are not very familiar with Rotterdam: the A15 is the highway that runs just south of

Rotterdam. It's part of the city's “Ring”.

The A15 is a very important highway, because it is the one and only highway between the harbor and the

city. All road traffic to and from the harbor of Rotterdam must go via the A15. You will understand it is

very busy.

Driving on the A15 is a real adventure. Not just because it is almost always very busy, but also because it

is not really in a good shape. There are more bumps and dips than in a average Six Flags park, so be sure

not to eat something in advance. The truck traffic has worn such deep tracks in the asphalt, it’s almost

like driving on rails. Even when it is not busy, speeding on the A15 will not be possible because your car

will fall apart.

In the coming years, there will be a lot of construction on the A15. They want to make it better. Sadly,

this will mean there will be many road works and narrow or closed lanes. And since the highway is al-

ready busy, this will cause serious congestion problems.

The A15 is different from other highways in Holland because of its large amount of truck traffic. If you are

a truck enthusiast: this is the place to be. There are a lot of trucks, all the time, trucks often take up two

lanes, leaving little space for other traffic, such as passenger cars.

Some time ago, I was at some party and a man started complaining about all the trucks on the A15. Ap-

parently he drove a lot on that highway, and he was sick and tired of all the trucks. He wanted an A15

without trucks, so all cars could drive there without problems. Without the trucks, he said, all traffic jams

would be gone.

And if there had to be trucks on the A15, then there should be a “no passing zone” for all trucks, so they

would all stay in one lane. This way, he claimed, there would be enough room for normal people!

I couldn’t resist and asked the man what he did for a living. It turned out he was a salesman, and for his

job he had to visit his customers. He told me his job mostly consisted of random chats with customers

and drinking coffee: just showing his face so his customers wouldn’t forget his company.

So I told him: these trucks that you want to restrict, or even get rid off, they keep the harbor of Rotter-

dam going. Without them, the harbor would be stuck. This would mean that all the goods that arrive in

Rotterdam by ship could not be brought to stores, and everything that was produced, could not be ex-

ported. The entire economy would come to a halt.

By: Maarten van der Westen


Rotterdam is called “Gateway of Europe” for a reason. Imagine how many stores would remain empty,

how many factories would lack their supplies and stopped producing. Imagine how many people would be

without a job. Not only in Rotterdam, not only in the Netherlands, but all over Western Europe.

The guy looked at me and didn’t quite understand. So I asked him: You want to restrict these trucks, get

rid of them, just because you need to drive there with your car, to go chat with your customers. Have you

ever heard of a phone? Why do you need to drive all the way to the customer just to drink a cup of coffee

with him?

Why do you, sir, and many people with you, insist on driving your cars when it is absolutely not neces-

sary? Don’t you realize that you and your cars are totally clogging up the A15, and with that block all the

trucks that are so vitally important for our economy?

So in fact it should not be the trucks that need to disappear from the A15! It should be you and the other

motorist that drive there without a real necessity that need to go! The trucks are important, and you are

not!

The guy stood there nailed to the ground. Needless to say, he didn’t like me much after that.

But next time, when you are on the A15 and it is very busy: look to the right and see the trucks. Look to

the left and look at the lease cars with the business men. And think about who really keeps the economy

going. After you have done this, you can start complaining about the traffic.

Maarten van der Westen


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The editors of the InTrans are:

Noortje van de Burgt

Robert Prins

Ewa Paluszkiewicz

The next InTrans is coming out in December

2010. Would you like to write something for the

intrans? You are invited to send us your input?

[email protected]

The editors would like to thank for this issue:

Paul Blijs

Maarten van der Westen

Hannah Kandel

Ramona van Dijk

Transito is a study association for the students of Urban, Port and Transport Economics. Transito tries to

bring the theory of the classes alive in practice. That can be by visiting companies and institutions ‘in the

field’, but also via the articles in the

InTrans. If you would like to be a

member, please visit us at H12-05. If

you would like more information about

us, you can contact us at our addresses

that are stated on the right.

Visitor address

Room H12-5

Burgemeester Oudlaan 50

3062 PA Rotterdam

T: 010 - 408 2070

Mail address

Room H12-7

P.O. Box 1738

3000 DR Rotterdam

[email protected]

www.transito.nu

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intrans september 2010

Documents

postal address

port economics page

port of rotterdam

master students

master urban

a15 page

transport economics

master thesis