Location Advantages The Port of Rotterdam is Europe's largest seaport, and it is the second biggest city in The Netherlands. Located about 34 nautical miles downstream from the Port of Moerdijk on the New Meuse and 70 kilometers southwest of the Port of Amsterdam, the Port of Rotterdam is about 100 nautical miles directly east of the Port of Felixstowe in England. In my point of view , Location is one of the vital elements to all ports, It can provides a lot of convenience. Rotterdam's logistic success is largely based on its strategic location . The port area includes 12,500 ha (land and water, of which approx 6,000 ha is business sites). The total length of the port area is more than 40 km. Approximately 30,000 seagoing vessels and 110,000 inland vessels visit the port of Rotterdam every year. With depth of 24 meters, the Port of Rotterdam has no locks. Rotterdam experiences a temperate oceanic climate similar to almost all of the Netherlands. Located near to the coast, its climate is slightly milder than locations further inland, so the Port of Rotterdam can handle the largest ocean-going vessels 24 hours a day throughout the year. From these information we can see that broad waters and favorable climatic conditions also contribute to the development of a port. The Port of Rotterdam is the base of the city's economy. Located in the heart of Europe's industrialized, highly-populated triangle of the German Ruhr district, Paris, and London, the Port of Rotterdam is strategically positioned on the world's busiest sea. It is an important distribution point for products going all over inland Europe. These economic conditions based the possibility of the development of the Port of Rotterdam. Development status The port of Rotterdam’s annual throughput amounts to some 465 million tonnes. This makes the port of Rotterdam the largest port in Europe. Rotterdam’s main target countries are the Federal Republic of Germany, Britain, France, Italy and other EU countries. Moreover, bulk cargo transit shipments accounted for 85% of the total, of which crude oil and petroleum products accounted for 70%, the rest for ore, coal, grain and fertilizer. Today's high-profile project is the construction of Maasvlakte 2, a new industrial zone and port providing 1000 hectares of industrial sites with direct access to the deep waters of the North Sea.When it is completed, the port area will grow by 20%. The Port of Rotterdam handled general cargoes that included over 112 million tons of containerized cargoes, 16.7 million tons of roll-on/roll-off cargoes, and 6.9 million tons of other general cargoes. In 2010, the Port of Rotterdam handled a total of 11.1 million TEUs of containerized cargo. This included 5.7 million TEUs of imports and 5.4 million TEUs of exports. In 2010, the Port of Rotterdam handled a total of almost 430 million tons of cargo, including almost 305 million tons of imports and over 125 million tons of exports. Within this total was 84.6 million tons of dry bulk cargoes, 209.4 million tons of liquid bulk, 23.7 million tons of breakbulk cargo, and 112.3 million tons of containerized cargo. There is no doubt that these quantities are very large, no wonder it would take steps to expand the port. Logistics Analysis In 2010, the Port of Rotterdam was the fourth busiest port in the world based on cargo volumes. The Port of Rotterdam follows Shanghai (650 million tons), Ningbo/Zhou Shan (627 million tons), and Singapore (502.5 million tons). The Port of Rotterdam was the only non-Asian port in the ten busiest ports of the world. Even now, it’s still the 10th largest cargo port in the world. It has the following characteristics: (1)The Port of Rotterdam is really a collection of smaller specialized ports. It can handles all imaginable types of cargoes and is a vital link in the "supply chain" necessary to get products from factories to consumers. There are many companies in the region that specialize in storage, transshipment, transport, and industrial processing of cargoes. Cargoes are handled by specialized companies that work with chemicals, liquid and dry bulk, ores, refrigerated cargoes and food, vehicles, general cargo, and containers. Rotterdam consists of five distinct port areas and three distribution parks that facilitate the needs of a hinterland with 40,000,000 consumers. The three most important ports are Eur0p00rt、Botlek、Maasvlaskte. (2) The Port of Rotterdam distributes cargoes to inland Europe's huge market of consumers through five transportation modes: roads, railways,t specializes in the field. In Rotterdam, EDI technology has been widely used, almost every company can master the operation of this system. Using EDI systems eliminates the need - and therefore cost - to print, file, store, post and retrieve paper documents. The goal is to get rid of paper and have everyone working with the same invoice so that information is processed and read easily. summary Rotterdam is Netherland’s transportation hub and industrial center, contribution to the economy accounted for more than 10% of the Dutch GDP. Rotterdam is the world's most important port, the annual throughput of more than 300 million tons, the port area of over 80 square kilometers, is a typical estuary port. The port's main activities are petrochemical industries and general cargo handling and transshipment. The harbour functions as an important transit point for bulk materials and between the European continent and overseas. From Rotterdam goods are transported by ship, river barge, train or road. With a mature logistics operations system and its spirit of innovation, Rotterdam was a success. Port of Rotterdam in the logistics system construction experience and the pattern is worth learning.

The M/V Africa Mercy hospital ship was stuck in Las Palmas caused by problems with the generator and thus no power on the entire ship. Man Diesel & Turbo in Frederikshavn, Denmark, donate all spare parts to this ship, so they booked Scan Global Logistics Airfreight department in Billund, Denmark, to handle this urgent delivery. Together, SGL and Man Diesel & Turbo decided to arrange an on-board delivery. Literally, this means that SGL sent an employee to personally pick up the spare part in Copenhagen airport and then take first flight possible to Las Palmas bringing the spare part in his hand luggage into the aircraft cabin and personally handing it over to the personnel of the Africa Mercy. Las Palmas huge holiday destination SGL handle many urgent deliveries for Man Diesel & Turbo but in most cases, the spare parts are shipped off as regular cargo. This case however, was different, as Man Diesel & Turbo could not risk the cargo being off-loaded in the airport. Las Palmas is a huge holiday destination, the holiday season has only just started, meaning that the aircrafts would be filled with many tourists and much luggage, and therefore there was a risk of low priority. SGL’s most safe solution was to bring the cargo in person. Successful delivery Several SGL employees were involved in the planning, coordination and documentation of the delivery, while trainee Nicklas Christensen picked up his passport and took off to Copenhagen to pick up the spare parts. Almost 24 hours later, he met with Martha Rodriguez in Las Plamas airport where he could hand over the spare parts after a very successful delivery planning and performance! About Man Diesel & Turbo MAN Diesel & Turbo is the world’s leading provider of large-bore diesel engines and turbomachinery for marine and stationary applications. MAN Diesel & Turbo’s range of goods includes complete marine propulsion systems, turbomachinery units for the oil & gas as well as the process industries and complete power plant solutions. MAN Diesel & Turbo is a company in the Power Engineering business area of MAN SE. Man Diesel & Turbo is sponsor for Mercy Ships and deliver spare parts for engines and control systems free of charge. About Mercy Ships Mercy Ships, founded in 1978, is a global humanitarian organisation based on Christian values of charity. The organisation operate from hospital ships in developing countries and provide free medical care to the world’s poorest. A ship is the most efficient platform to deliver a state-of-the-art-hospital to regions where clean water, electricity, medical facilities and skilled personnel is limited to non-existent. The European Investment Bank (EIB), Societe Generale and Brittany Ferries have inked the first green maritime financing under EIB’s EUR 750 million Green Shipping Guarantee (GSG) programme. The Picture of the M/V Africa Mercy is used by kind permission of Mercy Ships in Denmark

CNBC-TV18’s Yash Jain caught up with Rajiv Agarwal, MD & CEO of Essar Ports and asked him what the expansion of the Vizag and Salaya terminals means and what is the kind of boost it would provide to their revenue going forward. We have seen robust growth this year. We will be growing by about 35 percent in terms of quantity handled and also revenue. So from about 30 million, we will be about 40 million tonne of cargo, he said. We are looking at expanding in all our existing locations and also maybe look at one-two projects other than that on a Greenfield basis, he added. Source: CNBC TV-18

Using VesselsValue’s Future Market Value module, older tonnage looks to increase by the largest percentage from Q1 2018 – Q1 2019. Topping the list are 15 year old Handysize Bulkers, which are predicted to increase in value by 33%, from $8.92 million in Q1 2018 to a forecasted value of $9.73 million in Q1 2019. Coming in second are 15 year old LPG vessels sized 35,000 CBM, forecasted to increase by 11%, and 15 year old LR1 Tankers are in third place, with a forecasted 9% increase over the next 12 months. The shipyard crisis deepened in 2017, as deliveries from the yards continued to outpace new orders. Higher steel prices and more ordering dampens the fall in newbuilding prices, and hence second hand prices. Dry bulk has started its cyclical recovery, while tankers are lagging somewhat. This provides renewed demand for shipbuilding and rising newbuilding prices.

An Australian deep water port linked to one of the world’s biggest planned coal mines should lock in refinancing within six months of a loan maturing in November to safeguard credit ratings on its debt, according to S&P Global Ratings. Adani Abbot Point Terminal Pty in Australia’s Queensland state, controlled by Indian billionaire Gautam Adani, has to refinance about A$326 million ($256 million) of the loan due in November, S&P said. The credit assessor currently has a BBB- credit score and stable outlook on the port’s rated debt securities. “We expect the refinance to be completed on time,” Meet Vora, an analyst at S&P, said in a telephone interview. “If it’s within the six months of the maturity and nothing’s happening we start getting a bit concerned, which is where we need to start taking some actions.” The loan is coming due at a sensitive moment for Adani Enterprises Ltd.’s Australian operations. The company intends to use the port to ship coal from its planned Carmichael mine in Queensland. The project has drawn ire from environmentalists, who say it will endanger the health of the nation’s Great Barrier Reef. Adani Enterprises is separately seeking as much as A$3 billion in debt funding to help start producing at the mine, but lenders from Goldman Sachs Group Inc. to three of China’s largest banks have ruled out providing loans for the project. Adani began courting lenders for a new five-year, A$250 million loan for the port last September — the proceeds of which may be used to refinance part of the loan that’s maturing later this year, according to a person familiar with the matter. Adani is still searching for lenders willing to finance its new loan, according to the person who asked not to be identified because the matter is private. Moody’s Investors Service expects Adani to be able to refinance the loan but says that failure to do so would be a near-term risk for the terminal. Adani’s management could also choose to deploy cash the port holds to slash its debt, analyst Arnon Musiker said. Improving demand for thermal coal will further support the Abbot Point’s business and finances, according to Musiker. Adani’s Australia Chief Executive Officer Jeyakumar Janakaraj declined to answer questions when contacted by telephone. An Adani spokeswoman said that, as reported in the Courier-Mail newspaper in December, the debt had already been refinanced. She didn’t reply to follow-up questions asking if that debt referred to bonds or loans when contacted by email. Port Expansion While Adani’s port business is financed separately from its mining division, the company intends to transport coal sourced from its planned Carmichael mine by rail to the export terminal, which it acquired for A$1.8 billion in 2011. Abbot Point has one terminal and is being expanded to 60 million tons from its current 50 million ton capacity, according to its website. The terminal has exported coal since it was commissioned in 1984. Major producers in Queensland’s Bowen Basin coal province including Glencore Plc export supplies from Abbot Point. The loan refinancing efforts come after Adani Abbot Point Terminal sold $500 million of bonds in December. The sale was part of an effort to refinance about A$976 million of combined Australian dollar bonds and loan debt due in November this year, according to S&P. The company called its Australian currency notes — which would have matured in November — on Dec. 12 following the sale of its dollar debt, Bloomberg-compiled data show. The U.S. dollar bond sale highlighted continued debt investor interest in the port, Musiker said. “There’s still appetite for some paper — it would just depend on spread,” he said.

Tokyo Gas Co says its wholly-owned subsidiary Tokyo Gas Energy Solutions has won a project management consultancy contract from Thailand’s PTT LNG Co Ltd for the construction of the Nong Fab LNG terminal. Co says the terminal, which would have a capacity to accept 7.5 million tonnes of lNG per year, will be constructed as part of plans by PTT LNG’s parent, PTT Public Co Ltd, to increase annual capacity to 19 million tonnes by 2023 from the current 10 million tonnes. Source: Reuters (Reporting by Osamu Tsukimori; Editing by Biju Dwarakanath)