31 Oktober 2014

[311014.EN.SEA] Vessel Operating Costs Expected to Rise 6pc by The End of 2015

THE projected six per cent increase in vessel operating costs for the next two years will be difficult for owners, operators and managers to absorb, according shipping accountancy firm Moore Stephens.

Operating costs are expected to rise three per cent both this year and next, while seafarers' wages are to rise 2.4 per cent in 2014 and by 2.6 per cent in 2015. Other crew costs are to go up 1.9 per cent and 2.1 per cent.

The study is based on responses from key players in international shipping, predominantly shipowners and managers in Europe and Asia, reports Lloyd's List.

"Crew costs remain a critical factor," said one respondent. "There will continue to be a high level of demand for trained crew, especially for top-end ships."

It was also noted that "the full implementation of the Maritime Labour Convention 2006 is likely to be a significant factor in higher labour and crewing costs."

The cost of repairs and maintenance is expected to escalate by 2.3 per cent by the end of this year and by 2.4 per cent in 2015.

P&I insurance costs are estimated to rise two per cent in 2014 and by 2.2 per cent in 2015, with increases of 1.6 per cent and 1.8 per cent predicted for the cost of hull and machinery insurance.

Drydocking costs are expected to rise 2.1 per cent in 2014 and by 2.2 per cent in 2015, and expenditure on spares is forecast to rise by 2.1 per cent and by 2.2 per cent, respectively.

One respondent noted that owners are hard-pressed to cut costs and lower operating expenses because of poor freight markets. "There is a particularly severe impact on running costs for ships bought prior to 2009."

Several respondents felt that surplus tonnage on the market would inevitably increase operating costs. "The recent increase in tonnage supply will add pressure to operating costs," said one.

"Sensible owners with adequate funding are planning for the future by investing in eco-friendly ships and by weighing up the advantages of [liquefied natural gas] propulsion," said Moore Stephens partner Richard Greiner.

"Such initiatives will bring long-term benefits but are likely to increase costs in the short term because new technology and associated research and development costs do not come cheap," said Mr Greiner.

"On the plus side, oil and gas prices are falling, which should translate into savings for owners and operators, and shipping continues to attract new money from both internal and external investors," he said.


Source :  HKSG.

[311014.ID.BIZ] Hadapi MEA 2015, 13 Kawasan Industri Dibangun

TEMPO.CO, Jakarta - Menteri Perindustrian Saleh Husin mengatakan akan membangun 13 kawasan industri untuk menghadapi Masyarakat Ekonomi Asean (MEA) pada 2015. Kawasan-kawasan industri itu akan dibangun luar Pulau Jawa. "Akan dibangun di Sumatera Utara, Lampung, Sulawesi Selatan, Maluku Utara, dan Papua," katanya di Menara Kadin, Jumat, 31 Oktober 2014.

Menurut Saleh, pembangunan kawasan industri ini telah disesuaikan dengan potensi daerah. Keunggulan dan potensi daerah bisa segera diolah di kawasan industri baru tersebut. Dia mengatakan pemerintah juga akan mengupayakan pembangunan infrastruktur di kawasan industri baru. "Salah satunya pelabuhan, agar mempermudah distribusi," ujarnya. (Baca: Masyarakat Ekonomi ASEAN Sulit Dicapai)

Untuk memenuhi kebutuhan dana pembangunan kawasan industri, Saleh akan menjajaki skema kerja sama antara pemerintah dan swasta. Jika kerja sama dengan swasta tidak memungkinkan, pemerintah bisa membangun sendiri kawasan industri itu. Namun Saleh belum merinci dana yang diperlukan untuk membangun 13 kawasan industri tersebut. Setelah kawasan industri ini berdiri, Saleh berharap harga produk lokal bisa bersaing dengan produk asing.

Data Sekretariat ASEAN menyebutkan, perdagangan antar-negara-negara di Asia Tenggara tumbuh lebih cepat dibanding perniagaan dengan negara di luar kawasan. Selama periode 1993-2013, perdagangan intra-ASEAN tumbuh 10,5 persen per tahun. Perdagangan intra-ASEAN juga menyumbang 25 persen produk domestik bruto Asia Tenggara. (Baca: Mengantisipasi Masyarakat Ekonomi ASEAN )

Namun banyak kalangan yang khawatir Indonesia tidak mampu menghadapi MEA 2015. Sebab, produk Indonesia dinilai sulit bersaing dengan barang asing. Selain itu, jumlah penduduk Indonesia yang sangat besar dinilai hanya menjadi pasar empuk bagi negara lain. Sedangkan Indonesia tidak mampu menembus pasar negara lain.


Sumber : Tempo, 31.10.14.

30 Oktober 2014

[301014.EN.LOG] CIMC Profit Soars 66pc in First Nine Months of 2014 as Revenues Rise 20pc

SHENZHEN's China International Marine Containers (CIMC), the world's biggest box maker, posted a 66 per cent year-on-year net profit increase to US$265 million, drawn on revenues of $8 billion, up 20.3 per cent.

Hong Kong-listed CMIC reported a 38 per cent year-on-year increase in third quarter net profit to $55.1 million, according to a filing to the Hong Kong stock exchange.

CIMC said it sold 22.7 per cent more dry containers aggregating to 1.06 million TEU with reefer boxes accounting for 96,000 TEU, up 28.69 per cent year on year.

CIMC truck revenues were up 9.1 per cent to $1.73 million with 87,300 units sold, a year-on-year increase of 10.93 per cent.

"In the first three quarters of 2014, the import and export performance of China’s foreign trade has been improving quarter by quarter," the company statement said.

CIMC said it is upgrading factories that make standard dry containers and has built two cold chain industry parks at Qingdao and Taicang that went into production in the first half.

The company now provides cold chain logistics, making and designing equipment, as well as offering port container services and logistics finance.

The company attributed its good results to the continuing recovery of the American and European economies driving renewed demand for containers. Growth in the oil and gas sector also helped.

CIMC is 17 per cent held by Cosco Container Industries and is involved in manufacturing drilling platforms, engineering equipment, airport facilities and property development.

The US Government is conducting an anti-dumping investigation into CIMC's export of 53-foot boxes, mostly used in America, but "as the revenue generated by 53-foot dry cargo containers only takes up a small portion of the group's total, it is expected that the investigation will not have a significant impact on financial conditions".


Source : HKSG.

[301014.ID.BIZ] Sebulan Demo Hong Kong Belum Ada Titik Temu

TEMPO.CO, Hong Kong - Sebulan sudah pendemo pro-demonstrasi Hong Kong melakukan aksinya untuk menuntut pemerintah Cina memberikan demokrasi penuh kepada mereka. Namun, hingga tepat sebulan, pada Selasa, 28 Oktober 2014, belum ada tanda-tanda bahwa gerakan ini menemui titik temu dengan pemerintah. (Baca: Pendemo Kepung Rumah Pemimpin Hong Kong)

Mengutip laporan Channel News Asia, sekitar 10 ribu orang memenuhi jalan-jalan utama Hong Kong untuk menandai sebulan aksi mereka. Tepat pukul 18.00, secara serentak mereka membuka payung sebagai bentuk ekspresi kecewa dan marah kepada pemerintah dan polisi yang kerap kali menggunakan cara kekerasan untuk membubarkan mereka.

Payung telah menjadi simbol gerakan para demonstran. Benda sederhana ini awalnya digunakan untuk menangkal semprotan gas air mata dan water canon yang digunakan aparat untuk membubarkan mereka.

Tak hanya payung, para pendemo kreatif yang dimotori mahasiswa ini juga membuat masker mereka sendiri. Masker ini merupakan perisai dari serangan semprotan merica yang juga dipakai untuk menghalau massa. (Baca: Bubarkan Massa, Polisi Hong Kong Semprotkan Merica)

Memasuki pekan kelima demonstrasi, belum ada tanda-tanda aksi akan berakhir. Tekad pendemo untuk menerapkan demokrasi penuh pada pemilihan pemimpin Hong Kong 2017 mendatang masih bulat.

Namun, pemerintah Beijing, juga masih berkeras bahwa mereka akan memberikan kebebasan demokrasi asal dengan persetujuan pemerintah. Beijing mengizinkan adanya calon pemimpin dari Hong Kong sendiri asal dengan persetujuan mereka. Namun, langkah ini dinilai sebagai ‘demokrasi palsu’ oleh para demonstran.


Sumber : Tempo, 30.10.14.

29 Oktober 2014

[291014.EN.SEA] Too Many Big Ships, Too Few Chassis Prime Causes of Long Beach Congestion



BIGGER ships landing near twice the cargo and the lack of available chassis to take it away are key cause of peak season harbour congestion, say Long Beach port authorities.

At sea, 11 containerships were anchored offshore in San Pedro Bay, shared by the ports of Los Angeles and Long Beach in what some say is the worse pile up in two years.Most ships in the queue are from the G6 alliance, whose vessels must call at several terminals within the LA-Long Beach port complex, another contributor to the congestion problem, notes Lloyd's List.

"We don't have enough chassis to go around and on top of that the ones that are available are not where they should be," said the port's chief commercial officer Noel Hacegaba.

"A big ship comes to Terminal A, for example, but Terminal B has all the chassis," Dr Hacegaba told the Long Beach Post.

"Five years ago the average containership could carry 8,000 TEU, today at the Port of Long Beach, we see vessels that are 12,000 and 14,000 TEU," he said.

Bigger ships bringing in almost twice as much cargo to ports that were designed to handle much less are taxing facilities that have yet to be enlarged to handle more.

On average, 365 containerships arrive each month, but there were 391 in as of Monday and October doesn't end till Friday. October is already the record month for 2014, surpassing May's high of 390 ships.

But the No 1 problem is chassis. There are chassis providers who supply on the basis of average use, which spikes well beyond average in the peak season when there are not enough chassis (truck trailers) to go 'round, he said.

Another problem is arriving trucks with chassis must wait until their cargo is found, often at the bottom of a stack of container which must be removed to access the needed box.

The system has been likened to all taxis at an airport each having to collect a specific passenger, and having to wait until he is found.

Some big importers, such as Wal-Mart, Home Depot and the like, now pile up all their cargo and have it taken away by the first truck hired by the company rather than having the truck wait for a specific consignment to be found in the pile of boxes.

Source : HKSG.

[291014.ID.AIR] Singapura Akui Punya Izin Terbang di Pontianak



TEMPO.CO, Singapura - Perusahaan pelatihan penerbangan Singapura yang menaungi pesawat C90Gti mengaku sudah memiliki izin terbang. Bahkan, mereka sudah terbiasa melintasi wilayah udara Indonesia selama beberapa tahun belakangan. (Baca: Paskhas TNI AU Kepung Pesawat Latih Singapura)

“Kami telah mengajukan rencana penerbangan sesuai dengan peraturan wilayah udara melalui Otoritas Penerbangan Sipil Singapura dan telah beroperasi di rute ini selama beberapa tahun tanpa pemberitahuan terlebih dulu (ke pihak Indonesia) sehingga tidak perlu ada masalah,” ujar juru bicara perusahaan Singapore Technologies Aerospace (ST) kepada Channel News Asia, Rabu, 29 Oktober 2014.

Pesawat latih dengan nomor kode VHPFK yang dioperasikan oleh anak perusahaan ST, Pasific Flight Services, dipaksa mendarat di Pangkalan Militer Bandara Supadio Pontianak, Kalimantan, Selasa, 28 Oktober 2014 sekitar pukul 11.00 WIB.

Saat ini pesawat yang terbang dari Bandara Seletar di Sarawak tersebut masih berada di hanggar Bandara Supadio. Tiga orang yang berada di dalam kapal, terdiri atas satu pelatih Singapura dan dua siswa penerbang asal Cina, masih diperiksa.

Pihak berwenang Singapura telah meminta izin ke Indonesia agar ketiganya diperbolehkan kembali ke Singapura. Juru bicara ST mengatakan pihaknya masih menunggu izin keluar. Diharapkan ketiga orang ini bisa berangkat dari Pontianak pada Rabu, 29 Oktober 2014 siang.

Sumber : Tempo, 29.10.14.

28 Oktober 2014

[281014.EN.SEA] Despite Russian Objections, UN Polar Code Closer to Being Law of the Sea


ENVIRONMENTAL provisions in a proposed International Code for Ships Operating in Polar Waters, also known as the Polar Code, has won approval to become mandatory from a United Nations body despite Russian objections.

Aspects of the Polar Code may well become law in as soon as November 17-21 when the UN's International Maritime Organisation's (IMO) maritime safety committee meets to consider adopting it into its Safety of Life at Sea (SOLAS) convention.

Unlike most laws passed by legislatures, these come as amendments to existing treaties, requiring little if any legislative oversight, but cobbled together by civil servants assigned to UN agencies.

The UN's Marine Environment Protection Committee (MEPC) said that it would consider the code for adoption in May with a view to have enter into force in January 2017, reported London's Tanker Operator.

The draft Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in Arctic and Antarctic waters.

But Russian deputy Transport Minister Victor Clerks, whose country is involved in Arctic more than any other, recently warned that the code would be hard, if not impossible, to live by and detrimental to shipping.

Speaking to journalists at a Copenhagen shipping conference, about banning overboard discharges, he said smaller vessels operating between Russia's Arctic ports would have difficulty complying with all that was demanded in the code.

There was also the unspoken issue of the number of icebreakers in the Arctic that may have to comply with the Polar Code, with Mr Clerks suggesting that state-owned and operated icebreakers could be exempt like warships.

The environmental provisions added requirements to those already contained the International Convention for the Prevention of Pollution from Ships (Marpol) to be applied to ships operating in polar waters.

The Antarctic, an international scientific preserve and of no immediate commercial value, is already established as a Special Area under MARPOL with stringent restrictions on discharges. The new Polar Code aims to replicate these provisions in the Far North.

Mandatory provisions include prohibiting any discharge into the sea of oil or oily mixtures from any ship, as well as structural requirements including protective location of fuel-oil and cargo tanks.

"Control of pollution by noxious liquid substances in bulk, prohibiting any discharge into the sea of noxious liquid substances, or mixtures containing such substances.

"Prevention of pollution by sewage from ships, prohibiting the discharge of sewage except for comminuted [reduced to tiny particles] and disinfected sewage under specific circumstances, including a specified distance from ice.

"Prevention of pollution by garbage from ships, adding additional restrictions to the permitted discharges (under MARPOL Annex V, discharge of all garbage into the sea is prohibited, except as provided otherwise)."

Source : HKSG.