Asia Pacific Maritime (APM) & Indonesia Maritime Expo (IME) Newsletter

YOUR GATEWAY TO THE MARITIME INDUSTRY IN ASIA Indonesia Maritime Expo 5 – 7 September 2013 Jakarta Convention Center Indonesia www.maritimexpo.co.id

Asia Pacific Maritime 19 – 21 March 2014 Level 1 & Basement 2 Marina Bay Sands, Singapore www.apmaritime.com

SHIPBUILDING & MARINE • WORKBOAT • OFFSHORE

SPOTLIGHT ON ASIA

Asia is the centre of gravity for shipping on every horizon, a trend that will only grow and grow The 21st century is Asia’s time in the shipping spotlight.

More than one in two ships are now owned by Asians. Around 90% of all ships built come out of yards in this region too, while the proportion of Asian seafarers manning the world’s fleet is more than three quarters.

On the cargo front Asia is king too, the region accounts for more than 90% of the growth in seaborne iron ore trade in the past decade, with more than two thirds of seaborne oil passing through the busy Asian seaways, and more than one in three container movements taking place in China alone. When it

comes to containers in fact, Asia can boast extraordinary dominance, with 14 of the top 20 container ports in the world located here.

British institutions Lloyd’s Register, QinetiQ and the University of Strathclyde have just produced a new report, Global Marine Trends 2030 that looks at the state of shipping 13 years from today. Asia’s dominance is set to grow.

Demographics will ensure shipping will be prosperous come the year 2030, the study suggests.

The report sees seaborne trade increasing from 9 billion tonnes annually to between 19-24 billion tonnes.

2030 could usher in a world

where China would own a quarter of the merchant fleet, growing from 15% in 2010 to 19 to 24% in 2030 rivalling Greece and the rest of the European countries.

Looking at urbanisation, a key driver for shipping, between 2010 and 2030, Southeast Asian nations such as Vietnam, the Philippines, Indonesia and most notably Myanmar catch the eye in terms of the growing percentage of citizens living in cities.

Meanwhile, the four nations with the fastest growing GDP per capita in the timeframe are China, Vietnam, India and Indonesia.

“China’s manufacturing sector will

be under pressure to transform from labour-intensive to higher productivity business,” the study suggested. “This requires innovative technology to upgrade China’s competiveness.”

The world’s middle class in 2030 is likely to grow 40-50% from 2010 levels, with China and India counting for nearly two-thirds of this growth.

By 2030, China’s middle class will be the second largest, after the US. GDP rankings per city see China to the fore once again. Shanghai will jump from 19th to third in the world’s city economic rankings. Four Chinese cities, Beijing, Tianjin, Shenzhen and Guangzhou, will be newcomers in the top 20 list come 2030.

2

All this demographic change will bring big changes to resources demand. China could triple its oil demand, for instance, surpassing the US as the world’s largest oil consumer.

Natural gas consumption, meanwhile, will see China showing the largest growth while interestingly gas consumption will surpass oil in the Middle East by 2030.

In coal, China and India will lead the pack. Around 60% of coal consumption will come from China by 2030, not a good marker for those already concerned with China’s horrendous air quality, where recent surveys show living in the capital, Beijing, is the equivalent of smoking 21 cigarettes a day.

China’s steel consumption growth will slow down, but will remain the number one consumer in 17 years time.

Tanker owners should take note that the British trio reckon the largest increase in seaborne oil trade will come from the Arabian Gulf, Black Sea, and Latin America to China and elsewhere in Asia. Middle East to China crude oil seaborne trade is set to grow by 4.5 times from 2010 levels of 126 million tonnes to a huge 571 million tonnes in 2030.

“In container shipping, the greatest growth will be in the Asia-Middle East trade lane over the next two decades.”

Global Marine Trends 2030

China Shipping Container Lines Co., the country’s second-biggest shipping company, ordered five vessels of the world’s biggest container ship, each capable of carrying 18,400 teu, for $700 million to be delivered in the second half of 2014. Photo: China Shipping Container Lines Co.,

The next biggest growth of Middle East crude sales will be to Southeast Asia, set to grow 4.2 times in the same period to 345 million tonnes, the same figure as for South Asia, which the report said could grow by 3.2 times.

Such phenomenal growth more than makes up for an expected significant drop in Middle East – US oil trades, as the US weans itself off imports.

As with so much else in this demographic-led report India and China will lead growth in LNG imports through to 2030. Of note, Australia will surpass Qatar as the largest exporter of the chilled fuel.

In container shipping, the greatest growth will be in the Asia-Middle East trade lane over the next two decades. “The Indian Ocean and Asia Pacific will be at the centre stage of the global container market,” the study reckoned.

Ships larger than 7,600 teu will grow 6-6.5 times compared to smaller ships which are set to grow 1.4-2 times over the coming 17 years.

China’s containership share will rise from 18.3% in 2010 to 20.5% to 27.2% in 2030. The Middle East’s share will more than double from 4.3% in 2010 to 8.9 – 10.9% in 2030.

When it comes to shipbuilding, China is poised to smash home its advantage, claims the study, more than doubling its output. Emerging nations, led by Vietnam, Brazil, India and the Philippines, will soar more than six fold.

Summarising the 144-page report, Lloyd’s Register noted in a press release: “The China factor will still be the big story in 2030. China, consuming three times-as-much oil as it does today and 60% of the world’s coal, will be the marketplace for maritime trade.”

The snowball that is demographics is clearly set to bring an avalanche of opportunities for those who have invested in Asian maritime in the coming years.

3

Shipowners upbeat on Southeast Asia Asia Pacific Maritime (APM) hears the views of the world’s top lines Asia Pacific Maritime draws to Singapore the top billing in world shipping. It has done so probably longer and larger than all the other shipping exhibitions in the region, and 2014 looks set to be a record breaker for the event.

The fact is that world shipping is increasingly focused on Asia, and specifically this year and next economists and shipowners alike are very bullish on Southeast Asia.

Jiro Asakura, president of Japan’s Kawasaki Kisen Kaisha (K Line), is a case in point. He is a big believer in ASEAN economic growth, as something that can help sustain the shipping industry.

Last year he visited Toyota Motor Thailand, which is about to reach an output of one million vehicles. “I was able to feel Thailand’s dynamism as a growth market first hand,” he says, adding: “Indonesia is also expected to experience further growth and the Philippines is emerging as a driver of economic growth in Asia. The world has great expectations for other nations having high potential growth rates, such as Vietnam and Myanmar.

As they go forward, I am confident that these markets will expand further going forward.”

Other owners are equally optimistic. Taiwan’s giant container line Evergreen notes in a recent release that according to the IMF’s World Economic Outlook report published in January, ASEAN is forecast to attain economic growth rates of 5.5% in 2013 and 5.7% in 2014. The Southeast Asian countries will begin negotiations to establish a Regional Comprehensive Economic Partnership (RCEP) this year together with China, Japan, South Korea, India, Australia and New Zealand. “The free trade development that is expected to ensue will further boost cargo growth within the intra-Asia markets,” Evergreen maintains.

“ASEAN is forecast to attain economic growth rates of 5.5% in 2013 and 5.7% in 2014” IMF World Economic Outlook

Asia Pacific Maritime takes place in Singapore, a city that has cemented its place as the region’s shipping capital.

Mitsui OSK Lines’ (MOL) president describes the city state as “a key hub of customers and information”. The Japanese line, like many others, has shifted a significant portion of its fleet to the Lion Republic, with more to come.

“We will accelerate business expansion from our hub in Singapore,” says Muto, “through business reforms designed to capture growth primarily in emerging markets.”

Two recent surveys have produced results which point to Singapore solidifying its position as an international maritime hub of choice.

Mark Robertshaw, Managing Director of Faststream Singapore, notes that in the recruitment side of the industry there has been a 22% increase in business compared to this time last year.

“It appears that an increasing number of offshore and shipping companies are restructuring their activities to have a more prominent presence in Singapore. Singapore, with its geographic location, state of the art maritime infrastructure, and commercially attractive maritime incentives scheme seems to be attracting owners and contractors who are facing increased economic pressures in other parts of the world.”

Big names in marine continue to relocate to Singapore’s business-friendly climate, few more noteworthy this year than MacGregor, one of Europe’s best-known marine equipment manufacturers. The subsidiary of Finland’s Cargotec is shifting its headquarters there.

“Due to its closeness to our Asian customers and partners, we are confident that Singapore is the best location for the domicile. Since more than 70% of MacGregor’s sales are already generated in Asia-Pacific, we feel that establishing our domicile in Singapore would represent a natural development for our operations,” commented Mikael Mäkinen, President of MacGregor.

Neighbouring Indonesia is increasingly viewed as an exciting market for shipping, redolent of its fast growing economy.

Barclays Research predicts that Indonesia’s economy, the biggest in Southeast Asia, will expand 6.3% in 2013, the same pace as in 2012.

Close to a billion dollars is being spent to build new ports and upgrade existing facilities, including a much needed alternative to Jakarta’s cramped Tanjung Priok port.

Trelleborg Marine Systems, one of the world’s top manufacturers of marine fenders, is seeing significant growth out of Southeast Asia, including Indonesia.

“Singapore, with its geographic location, state of the art maritime infrastructure, and commercially attractive Maritime Incentives scheme seems to be attracting owners and contractors who are facing increased economic pressures in other parts of the world.”

Mark Robertshaw, Managing Director of Faststream Singapore

4

Quick facts about Indonesia’s Shipping Industry • Local shipping fleet nearly doubled from 6,041 in 2005 to 12,000 ships in 2012.

• Cabotage Law: All vessels operating in Indonesia waters to be domestically owned.

• Indonesian flagged ships expected to increase to 12,600 in 2013.

• Indonesia shipping industry expected to grow by 20% in 2013.

Japanese transportation and logistic group, MOL is one of the first liners to open up a wholly owned subsidiary in Myanmar.

Source: Mitsui O.S.K. Lines (MOL)

Source: Indonesian National Shipowners Association (INSA)

Richard Hepworth, Business Unit President at Trelleborg Marine Systems, explains the national ingredients deemed necessary for port development to take off.

“The growth of our business,” Hepworth says, “is dictated by a number of factors linked to fast growing economies, where GDP growth requires increasing import and export of goods, which in turn triggers investments into port infrastructure and all the equipment required for safe and efficient operation of the port.”

In Southeast Asia, Hepworth specifically highlights Indonesia, Thailand and Vietnam as “exciting places” at present.

Indonesia’s local shipbuilding industry is also about to be expanded in a big way. A total of RP1.5 trillion ($156.55 million) is to be spent on both new yards and revitalizing existing ones.

Indonesia’s shipbuilding industry received a major boost after the government introduced cabotage rules in 2011 that required all vessels operating in Indonesian waters to be domestically owned.

With this new ruling in place, Jakarta is keen to get local builders up to speed, setting out goals whereby the nation should be producing ships of up to 150,000 dwt within ten years. At present, the largest ships being built in Indonesia are between 30,000 and 45,000 dwt.

Another nation with strong shipbuilding ambitions is the Philippines. Manila has earmarked shipbuilding as a key industry to promote to overseas companies. Plenty of financial incentives including tax breaks have been introduced to entice overseas firms to set up shop in the archipelago.

The Philippines already plays host to four

well known international shipbuilders, Keppel from Singapore, Japan’s Tsuneishi, Austal from Australia and South Korea’s Hanjin Heavy Industries & Construction.

Not to be left behind, another neighbour, Malaysia, has also made plain its shipbuilding goals.

It wants to have a 2% share of the global shipbuilding orderbook by 2020, which is a growth of more than two times from its share today.

The Association Marine Industries of Malaysia (AMIM) president and chairman Ahmad Ramli Mohd Nor maintains shipbuilding and ship repair in Malaysia contributed about MYR7 billion ($2.3 billion) in revenue in 2011.

“We are being realistic in not aiming to compete for the construction of big container vessels. We want to focus on the niche market of small-and medium sized vessels of up to 30,000 tonnes,” Nor says.

“Myanmar is the last untapped market in Southeast Asia...

It has significant natural resources, a large population, and is strategically located between two of the world’s largest economies, India and China.”

Maersk Line & MCC Transport

Over in Thailand, there’s plenty of interest in local owner Thoresen Thai Agencies, which has been raising capital this year, in a bid to double its dry bulk fleet, as well as adding more rigs to subsidi-

ary Mermaid Maritime. “There is no better time to make these investments than the present,” says the company’s director Chalermchai Mahagitsiri.

As mentioned at the top of the article, Thailand is massive in the world of automotives, often dubbed Asia’s Detroit. Car carriers are increasingly calling at the kingdom. Thailand surpassed China as Toyota’s third-biggest global production hub last year. Toyota has three factories in the country and Honda and Nissan are about to invest a combined $850 million to boost capacity there.

Both Ford and Hyundai have big factory set ups in Thailand too.

Finally, and perhaps most excitingly in our regional curtain raiser for Asia Pacific Maritime 2014, we head to the rapidly opening up nation of Myanmar.

Shipping lines are rushing to this new low-cost export powerhouse, a market reaching 400,000 teu in 2012. In February, for instance, MOL became one of the first liners to open up a wholly owned subsidiary in Yangon.

Maersk Line and intra-Asia subsidiary MCC Transport followed suit a month later, announcing the opening this summer of a branch office in Myanmar following the suspension of EU and US trade sanctions in 2012 and strong economic outlook. “Myanmar is the last untapped market in Southeast Asia... It has significant natural resources, a large population, and is strategically located between two of the world’s largest economies, India and China.”

Opportunities clearly abound in Southeast Asia – Asia Pacific Maritime serves as the hub to source deals.

5

Explosive growth Southeast Asia is, by common consent, among the most exciting regions for oil and gas development at the moment Stock exchange announcements are testament to the booming oil and gas scene in the region, with not a day goes by without some big new deal being signed or local offshore players celebrating record results.

The region is one of the hottest for offshore developments in the world. Thailand and Malaysia are deemed especially hot areas for the booming Offshore Support Vessel (OSV) market, says one of the region’s top brokers. Mike Meade, Chief Executive Officer of Asia’s largest independent offshore brokerage M3 Marine reckons the capital expenditure for Exploration and Production (E&P) in Asia will grow by 53% between 2013 and 2017, with an “above average spend” in India, Malaysia and Indonesia.

“We are seeing an increase in

activity across the board,” he says, “with notably jack up utilisation - and rates - increasing and the subsea sector described by many as hot.”

Southeast Asia will also lead the world in LNG demand through to 2025, according to a new report from consultants Wood Mackenzie.

Indonesia, Thailand, Malaysia and Singapore will lead the way with the region accounting for one third of total global demand growth, increasing by 45 million tonnes a year.

“What’s important in examining this shift in the growth balance is that it demonstrates that the outlook across Asia is dynamic,” wrote Wood Mackenzie Senior Gas Market Analyst, Nicholas Browne.

Servicing the oil and gas majors is an increasingly sophisticated range of shipyards, fabricators and suppli-

ers, many of whom have never experienced such rocketing sales as today.

Redolent of the booming offshore scene in Southeast Asia Singapore-listed Swiber Holdings is one of many offshore entities to report record sales in its 2012 results.

“We continue to be bullish about Asia, in particular Southeast Asia, a region that Swiber has a deep knowledge of, coupled with a proven track record. As of February this year, Swiber’s order book stands at around $1.35 billion, with a significant portion to be carried out in Asia,” Swiber’s Chief Executive Officer and President, Francis Wong, said.

Swiber’s stunning upturn is replicated in the Lion Republic by many, notably Ezion Holdings and Ezra Holdings.

“We continue to be bullish about Asia, in particular Southeast Asia…”

Francis Wong, Chief Executive Officer, Swiber Holdings

“Asia is dynamic” Nicholas Browne, Senior Gas Market Analyst, Wood Mackenzie

6

“Our group has benefited from the worldwide increase in activities by oil majors, as evident by the uptick in order wins that the group experienced in 2012, especially from the booming oil markets in Brazil and West Africa.”

Leong Seng Keat, Executive Director, Nam Cheong Limited

Mark Robertshaw, Managing Director of maritime recruitment specialists Faststream Singapore, notes that shipping jobs in the Lion Republic are increasingly energyrelated “Offshore support and construction, and increasingly LNG are becoming prominent in the local market. These are high-value projects and companies need to attract the right people,” he says.

In neighbouring Malaysia, virtually all listed Malaysian OSV operators have been given favourable reviews by banking analysts in the past few months as the country’s offshore position is deemed one of the brightest in the world.

Among the busiest players has been Nam Cheong, which has become an almost permanent fixture of the Singapore Stock Exchange daily announcements page. Malaysia’s largest OSV operator saw net profit nearly double last year.

Leong Seng Keat, Nam Cheong’s Executive Director, said: “Our group has benefited from the worldwide increase in activities by oil majors, as evident by the uptick in order wins that the group experienced in 2012, especially from the booming oil markets in Brazil and West Africa.

Going forward we believe that such investments will continue to bode well for us, as we continue to see a demand for AHTS vessels, PSVs and other offshore vessels, especially in the shallow water region.”

The good times continue for Nam Cheong in 2013 with more than $400 million in new deals concluded in the first quarter, leading Leong to note the “strong momentum” in Malaysia’s offshore marine sector. “The market for small size AHTS vessels remains buoyant, especially within the Malay basin being in the shallow water region,” he added.

There are other names in Malaysia determined to become global players. Take TH Heavy Engineering (THHE) as a good example. The company is confident it can become one of the top names in the region’s growing oil and gas fabrication scene. THHE is midway through a significant expansion of its fabrication yard in Pulau Indah, near Port Klang, which will see it nearly quintuple in size to 257 acres.

Next door, Indonesia is an exciting, if complex market. Explains M3 Marine’s Mike Meade, the increase in spending on exploration and pro-

“We have witnessed the astonishing growth of the oil and gas industry in Vietnam over recent years. We believe this growth will continue and we look upon Vietnam as a crucial part of LOC’s expansion in Asia to complement our existing operations in the region.”

Jon Walker, Regional Director of London Offshore Consultants (LOC) duction spend in the archipelago between 2013 and 2017 is forecast to be $18.7 billion, an increase of more than 172%. The spend will be across the board with both shelf and deepwater developments.

“Indonesia is geographically huge,” Meade says. “Thus overall logistics needs are greater than other areas. Indonesian oil and gas fields are spread from Sumatra in the west to Irian Jaya in the east, more than five hours in a plane as the crow flies. The OSV demand growth in Indonesia across the board is significant.”

Elsewhere, arguably the most exciting potential can be found in the fast-opening up nation of Myanmar.

Myanmar is in the midst of auctioning off more than 20 offshore oil and gas exploration blocks. The blocks are located in both the Bay of Bengal and the Andaman Sea with the majority being deepwater.

The country is keen to get big name energy majors on-board as it seeks to rapidly climb the energy ranks.

Myanmar natural gas output is significant at 1.475 billion cubic feet daily, putting it in 36th place globally.

Its gas reserves are estimated at 410 billion cubic feet onshore and 11 trillion offshore, for 37th place in the global rankings, according to US and government statistics.

Among the keenest investors in Myanmar’s sudden energy rush is PTT Exploration and Production (PTTEP) from neighbouring Thailand. This giant energy firm is set to become far better known on the world stage, announcing earlier this year, a $24.67 billion war chest for investments in the five years through 2017.

Finally, in our regional oil and gas roundup, we head to Vietnam, a nation with abundant reserves and increasing know how in exploration and production. Marine and engineering consultancy London Offshore Consultants (LOC) is one of many to have noticed the increasing offshore action in the Southeast Asian nation and has established this year a local office in the south of the country.

LOC’s Regional Director Jon Walker comments: “We have witnessed the astonishing growth of the oil and gas industry in Vietnam over recent years. We believe this growth will continue and we look upon Vietnam as a crucial part of LOC’s expansion in Asia to complement our existing operations in the region.”

Wherever one looks in Southeast Asia oil and gas developments are happening at dizzying speeds, and will form a key component of Asia Pacific Maritime’s 2014 schedule.

Nam Cheong Limited, Malaysia’s largest OSV operator, announced the sale of four Platform Supply Vessel (PSV) like the above in May 2013. Source: Nam Cheong Limited

7

Ties that bind China and Southeast Asia have strong maritime connections

Malaysia’s largest container port, Tanjung Pelepas (PTP) is planning for a US$ 450 million expansion programme to increase annual handling capacity 25 per cent to 10.5 million TEU by May 2014.

The opening this June of a bridge connecting Thailand and Laos is set to massively improve trade between China and ASEAN. The ChiangKhong Houayxay Bridge will open this summer, linking by smooth highway the southwest Chinese city of Kunming to the Thai capital, Bangkok. The bridge can be seen as a metaphor for this massively dynamic trading area.

The 1,807 km Kunming-Bangkok highway opened in 2008, however traffic has always backed up at the Lao-Thai border city of Houayxay where vehicles have had to take a ferry to cross the Mekong.

The bridge, under construction for three years, will smooth this growing trade artery.

Last year, China remained ASEAN's biggest trade partner and ASEAN became the third biggest trader of China with two-way trade reaching nearly $400 billion, a figure that is expected to crack $500 billion by 2015.

This is backed up by a new report called Global Marine Trends 2030 from British classification society Lloyd’s Register.

The study released in April looks at the state of the shipping markets in 17 years time. IntraAsia trade will be the dominant trade lane come 2030 the report clearly states.

Container trades in 2030 will be dominated by intra-Asian services, where growing population and wealth will lead to the some of the biggest increases in manufactured products.

China is heavily investing in its Southeast Asian neighbours. In Myanmar it is behind a giant oil terminal construction at Kyaukphyu, 100 km south of Sittwe. Oil from the Middle East will arrive at Kyaukphyu and be moved by pipeline into China.

Elsewhere, this January the Cambodian capital on Tuesday inaugurated a brand new container terminal at Phnom Penh Autonomous Port.

The 10-hectare terminal was built by a Chinese firm, and with a loan from Beijing too.

China National Offshore Oil Corporation (CNOOC) became the first Chinese company to complete a well drilling in Cambodian waters last December. Six years ago CNOOC was awarded

the 7,000 sq km Block F off the coast of Preah Sihanouk and Koh Kong provinces.

Meanwhile, Malaysia’s IJM Corporation is joining China’s Guangxi Beibu Gulf International Port Group to develop Kuantan port and its immediate hinterland. An MoU has been signed whereby the Chinese group has taken 40% or 48 million shares in Kuantan Port Consortium. The Chinese investor will look to bring other investors such as a steel mill plant, an aluminium-processing plant and an edible oil processing plant to the area.

It is not just Chinese firms investing in Southeast Asia ports, the same is happening in reverse.

Singapore’s PSA International, one of the world’s largest port operators, selected Dalian in northeast China for its first overseas terminal back in 1996. Since then it has invested up and down the booming Chinese coastline to build one of the strongest China networks.

Southeast Asian owners are among the most important clients at yards in China. Big names such as BW Group and Pacific International Lines (PIL) are firm

China shipbuilding fans.

ICTSI from the Philippines also has a terminal in the northeast of the world’s most populous nation, in Yantai while Singapore’s IMC Group has a range of bulk terminals in the country as well as a couple of shipyards.

And when it comes to shipyards, there are very strong links between China and Southeast Asia. Take China Rongsheng Heavy Industries Group, for example. The Hong Kong-listed shipbuilder, China’s largest private yard, set up an offshore subsidiary in Singapore last year to chase new business, something that was rewarded this March with its first orders for jackup rigs – the deal being signed with Singapore’s Swissco Holdings.

There’s a raft of Chinese shipyards that have

opted to list in Singapore. The list is led by Cosco Corporation, which oversees Cosco Shipyard Group’s six shipyards, who received $2 billion in new orders last year.

Yangzijiang Shipbuilding is another big name on the Singapore stock exchange, the second largest private yard in China after Rongsheng.

Yangzijiang secured sales of more than $2 billion last year, and is one of few Chinese shipbuilders to remain in positive financial territory.

Like Yangzijiang, Singapore-listed JES International Holdings has proven itself to be nimble in the downturn to chase new work. JES made its first foray into offshore last year with a series of PSVs, and has since taken a number of offshore contracts.

There’s also AVIC International Investments Limited (AVIC Singapore), the Singapore-listed shipbuilding management arm of AVIC International Beijing, part of state-run Aviation Industry Corporation of China (AVIC) group of companies.

AVIC Singapore bought out Finnish designer Deltamarin last year.

Southeast Asian owners are among the most important clients at yards in China. Big names such as BW Group and Pacific International Lines (PIL) are firm China shipbuilding fans.

Just like the ports side of the business, it is not merely a case of Chinese yards presence in Southeast Asia. Shipbuilding companies in Southeast Asia increasingly rely on China to get much of their order-books completed.

Keppel Corp, for instance, is keen to buy another yard in China to focus on offshore. The Singapore shipyard conglomerate already has a facility in Nantong. Another shipbuilding group in Singapore, ASL Marine Holdings, has a yard in Guangdong, China.

A number of Malaysian yards, meanwhile, led by Nam Cheong use a select band of Chinese yards to get through their huge OSV order-books.

Chinese relations with maritime in Southeast Asia has never been stronger, hence the strong China presence and theme that 2014’s Asia Pacific Maritime, the region’s leading shipping event.

Organised by:

Supported by:

Held in:

Join us in Singapore for the 13th Asia Pacific Maritime

Tapping into ASIA’S dedicated maritime marketplace Since its inception, Asia Pacific Maritime (APM) has grown from strength to strength with an increase of over 30% in visitor numbers since its last edition. In 2014 we are gearing up to welcome over 15,000 trade visitors and to host them over 20,000sqm of exhibition floor space.

With over 1500 companies expected at APM, the exhibition hall is set to be abuzz with the latest technology, services that are available for shipbuilding, marine, workboat and offshore companies.

Asia Pacific Maritime will take place from the 19th – 21st March 2014 at the Sands Convention Center – Marina Bay Sands, Level 1 and Basement 2.

Visitor Profiles of APM

43% Research/ Gather Information

Decision Makers/ Authorise Purchases

16% 11%

30% Recommend/ Influencers

Specifier

No. of Participating companies at APM

841

2008

938

2010

1300

2012

What to Expect AT APM 2014 An international maritime exhibition with one of the biggest marketplace for the maritime industry, APM will showcase renowned companies and state of the art equipment and technology providers for the shipbuilders, marine, workboat and offshore market.

The APM conference will feature an extensive array of programs featuring topics such as: •

Ship Owners & Ship Builders

•

Offshore Support Vessels

•

Shipping Finance

•

Telecommunications, Communications & Navigation

•

Green Technology & Innovation Showcase

•

Propulsion

•

Ballast Water Treatment

+ Many more topical sessions that the industry is focusing on.

The event will also feature a greater emphasis to include more shipowners, charterers, class operators, financial service providers, legal providers and brokers to ensure that the event provides a holistic view on the maritime industry.

“As the centre of gravity for the shipping industry moves Eastwards, it makes APM increasingly relevant and important. It provides excellent opportunities for many players from different maritime sectors to exchange ideas.”

External Relations Director, International Chamber of Shipping (ICS)

An unmissable proven platform with these key achievements in the last edition: • • • • • •

18,000sqm of exhibition space 1,300 international participating companies from 53 countries 14 Official Pavilions 13,000 visitors from 60 countries 45 supporting prominent trade associations 74 international media titles 1 OUTSTANDING EVENT

EXPLORE NEW OPPORTUNITIES IN INDONESIA Since its debut in 2007, the Indonesia Maritime Expo (IME) has set out to carve a niche in Indonesian shipbuilding, marine, workboat and offshore markets. In 2013, the show returns to Jakarta from the 5th – 7th September at the Jakarta Convention Center.

IME comes with a brand new vision to shed new light on the maritime industry and the rising Indonesian market.

Despite the global economic downturn and the uncertainty in the present market, Indonesia is still expected to forecast an economic growth of almost 7.3%* in 2013 with its domestic driven economic growth.

Supported by these favorable economic fundamentals and a more stable political climate, Indonesia is fast becoming an increasingly important maritime and shipping market for oil and gas exploration. The offshore production sector is expected to show significant growth in the coming five years as Indonesia attempts to expand on its indigenous oil exploration and production activity.

There is little or no doubt that the vast talent of Indonesia and its untapped potential has arrived at your doorstep. Leaders from the Ministry of Transport, SKKMIGAS as well as local players such as Pertamina and Wintermar Offshore Marine Group will address and discuss issues pertinent to the development and future of the market.

Domestic energy consumption is increasing Pertamina’s big entry into the upstream oil and gas activities

Market Driver in Indonesia

Production sharing contracts splits are more attractive

Government spending ± US20billion to subsidise fuel yearly

Government to push to increase local content

Cabotage Policies

(*Source Indonesian market report in Reuters)

IME 2013 Conference The IME conference will address some of the key issues such as: • Uncovering the fundamentals on how the offshore oil and gas market can remain resilient as the global appetite for energy continues to rise.

• Liberalising the shipping sector in Indonesia to better cater to the growing demands of the market, the region and the foreign investors/ companies.

• Revitalising Indonesian ports to better cater to growing vessel requirements and sizes.

What is new at IME 2013

• Staying afloat in an extremely challenging environment.

• A comprehensive three day exhibition, packed with over 100 international and local exhibitors.

• Exploring the need for greater innovation as the pursuit for unconventional reserves rises.

• Country Pavilions from China, Germany, Holland, Japan, Norway, Singapore and United Kingdom.

• Supporting growth and development in the domestic market, the key to unleashing the dragon from within.

• Maritime leaders from Indonesia and the region, sharing insights on the latest maritime issues.

• More networking opportunities such as the IME Welcome Party for you to meet with key maritime market players in a single venue.

• The increasing importance of security and stability in the South China Sea.

Confirmed Key Speakers include: • Sugiman Layanto, Managing Director, Wintermar Offshore Marine Group • Tarmizi Amir, Managing Director, Samudera Shipping Services • Muliawan, Deputy Chairman – Operations Management, SKKMIGAS • Edwin Jager, Senior Vice President (Investment Management), DVB Bank • Peter Wijaya Surya, Managing Director, Aptus Maritime Ltd • Erick Limin, Managing Director Limin Marine Lte. Ptd. ... and many more leading visionaries in the Indonesian market and beyond.

12

联系的纽带 中国和东南亚在海运方面关系紧密

连接泰国和老挝之间的大桥将于今年 6 月开通，这必将极大促进中国和东盟之 间的贸易发展。横跨泰国清孔 (ChiangKhong) 和老挝会晒 (Houayxay) 的大桥将 于今年夏天开通，届时一马平川的高速公 路将从中国西南部重镇昆明直通泰国首都 曼谷。这座即将通车的大桥彰显出该地区 的贸易发展正方兴未艾。

总长 1,807 公里的昆明-曼谷高速公路 于 2008 开通，不过，此前车辆到了老挝泰国边境城市会晒就会被阻断，过往车辆 必须在此转乘渡轮才能渡过湄公河。

这座大桥已经施工长达三年时间，开通 后将使不断发展的贸易大动脉全线贯通。

去年，中国依旧是东盟第一大贸易伙 伴，同时东盟也成为中国第三大贸易伙伴， 两者间的双边贸易额达近 4,000 亿美元；到 2015 年，这一数字有望突破 5,000 亿美元。

这与英国海事船级社劳氏船级社 (Lloyd’s Register) 日前最新发布的名为 《2030 年全球海运趋势》 (Global Marine Trends 2030) 的报告不谋而合。

这份研究报告于今年 4 月发布，研究 对象是船运市场未来 17 年的发展状况。 该报告明确指出，到 2030 年，亚洲区内 贸易将成为主要贸易市场。

到 2030 年，集装箱贸易将由亚洲区内服 务所主导；随着该地区人口和财富的日益增 加，部分制造产品也将实现最大增幅。

中国正在对东南亚地区的各个邻国进 行大力投资。就缅甸而言，中国正在实兑 (Sittwe) 以南 100 公里处的皎漂镇 (Kyaukphyu) 兴建一座巨型石油码头。来自中东 的石油将首先运抵皎漂镇，然后通过输油 管线运往中国。

在其他地区，在柬埔寨首都金边，金 边自治港口 (Phnom Penh Autonomous Port) 的一个集装箱码头于今年 1 月的一 个周二正式落成启用。这个占地 10 公顷 的码头由一家中国企业建造，而且贷款也 来自中国政府。

“去年，中国依旧是东盟第一 大贸易伙伴，同时东盟也成为 中国第三大贸易伙伴，两者间 的双边贸易额达近 4,000 亿美 元；到 2015 年，这一数字有 望突破 5,000 亿美元。”

去年 12 月，中海油公司 (CNOOC) 成 为首家在柬埔寨水域建成钻井平台的中国 企业。六年前，中海油公司获得了位于西 哈努克省和戈公省沿海地区的 F 地块，该 地块占地面积 7,000 平方公里。

与此同时，马来西亚的 IJM Corporation 也正同中国广西的北部湾国际港务集 团合作开发关丹港 (Kuantan port) 及其附 近的内陆地区。双方已签署了一份谅解备 忘录，其中中方企业在关丹港口联合会中 占 40% 的股份，即 4,800 万股。中方投资 者将设法吸引其他投资者前来该地区，例 如钢铁厂、铝加工厂和食用油加工厂。

事实上，不仅中国企业正在投资建设 东南亚各国的港口，同时东南亚各国也在 对中国的港口进行投资。新加坡国际港务 集团 (PSA International) 是全球最大的港口 运营商之一。早在 1996 年，它的第一个海 外投资项目就落户位于中国东北地区的大 连。自那时起，该集团已经在多个蓬勃发 展的中国沿海城市进行投资，现已构建出 中国最强大的港口网络之一。

菲律宾国际集装箱码头服务公司 (ICTSI) 也在世界人口第一大国——中国—— 东北地区的烟台设有集装箱码头，而新加 坡万邦集团 (IMC Group) 则在中国拥有多 个散货码头和数家造船厂。

就造船厂而言，中国和东南亚之间有 着非常紧密的联系。以中国熔盛重工集团 为例，这家在香港上市的中国第一大民营 造船企业去年在新加坡设立了一家海外子 公司，旨在拓展海外业务。目前，该公司

的努力于今年 3 月得到了回报——该公司获 得了首份自升式钻井平台订单，目前正与 新加坡的 Swissco Holdings 签订这笔交易。

现已有多家中国造船企业选择在新 加坡上市。其中最具代表性的莫过于中 远投资 (Cosco Corporation)，这家企 业负责掌管中远船务工程集团在海外的 六家造船厂，去年获得的新订单价值 20 亿美元。

在新加坡证劵交易所上市的另一家中 国大型企业便是扬子江船业集团，它是中 国仅次于熔盛重工集团的第二大民营造船 企业。扬子江船业集团去年销售收入超过 20 亿美元，并且是中国为数不多的财务 状况较好的几家造船企业之一。

与扬子江船业集团一样，同样在新 加坡上市的 JES 国际控股有限公司 (JES International Holdings) 在低迷的经济局 势下同样游刃有余，在赢得新订单方面表 现不俗。JES 去年通过一系列平台供应船 (PSV) 订单打入海外市场，迄今为止已经 签订了多笔海外合同。

此外，在新加坡上市的还有中航国际 投资有限公司（中航新加坡），它是中国 航空技术北京有限公司设在新加坡的造船 管理子公司，而中国航空技术北京有限公 司则隶属于中国国有企业中国航空工业集 团公司。中航新加坡于去年收购了芬兰 Deltamarin船舶设计公司。

东南亚各国的船东是中国造船企业最 重要的客户。其中，像 BW 和 PIL 这些知 名企业都对中国造船企业情有独钟。

正如港口方面的业务一样，并非只有中 国造船企业单方面在东南亚开展业务。东南 亚的造船企业对中国的依存度越来越高，它 们需要中国的造船厂完成大量的订单。

例如，吉宝企业 (Keppel Corp) 渴望在 中国再收购一家造船厂，从而重点拓展海外 业务。这家新加坡造船集团已在南通拥有一 家造船厂。新加坡另一家造船集团 ASL Marine Holdings 在中国广东拥有一家造船厂。

China - Burma oil and gas pipeline construction in Kauk Phyu, Myanmar

与此同时，以 Nam Cheong 为首的 多家马来西亚造船厂则精心挑选了几家中 国造船厂帮助其消化巨大的海洋工程船 (OSV) 订单。

中国与东南亚各国在海运方面的关系从 未像现在这么紧密，因此今后中国将加大在 东南亚地区的业务拓展力度，而这也成为 2014 年该地区顶级海事盛会——新加坡亚 太海事展 (Asia Pacific Maritime) 的主题。

“正如港口方面的业务一样， 并非只有中国造船企业单方面 在东南亚开展业务。东南亚的 造船企业对中国的依存度越来 越高，它们需要中国的造船厂 完成大量的订单。”

13

爆 炸 性 增 长

目前，东南亚地区被公 认为石油和天然气最为 蓬勃发展的地区之一

证券交易所的公告就足以证明该地区 石油和天然气蓬勃发展的态势，每天都有 新的大宗交易签约或是当地离岸交易商庆 祝业绩再创新高。

该地区在全球范围内堪称离岸石油开 发热度最高的地区之一。据该地区顶级经 纪人介绍，泰国和马来西亚尤其被视为海 上支持船(OSV) 市场的热点地区。据亚洲 最大的独立离岸石油经纪公司M3 Marine 的首席执行官 Mike Meade 估计，在 2013 年和 2017 年之间，亚洲在石油勘探和生 产 (E&P) 方面的资本支出将增长 53%，其 中印度、马来西亚和印度尼西亚的“资本 支出将高于平均水平”。

他介绍说：“我们发现整个地区的业 务活动都呈现增长之势。不仅使用率提 高，而且价格也有所提高，海底石油被很 多人视为发展热点。”

根据行业咨询公司 Wood Mackenzie 最新发布的一份报告显示，从现在到 2025 年，东南亚地区对液化天然气 (LNG) 的需 求量也将继续领跑全球。

该地区的需求量增幅将占全球总需 求增幅的三分之一，每年增量达 4,500 万 吨，其中印度尼西亚、泰国、马来西亚和 新加坡将成为增长的主要动力。 Wood Mackenzie 天然气市场资深分 析师 Nicholas Browne 写道：“在分析 发展平衡中的这一转变情况时，重点在 于它表明整个亚洲的发展前景都呈现出 蓬勃之势。”

为这些石油和天然气巨擘提供服务的 是各种越来越精细化的造船厂、制造商和 供应商，其中许多企业从未经历过如今销 量增速如此之快的喜人局面。

在新加坡上市的 Swiber Holdings 正 是 2012 年销售额创新高的众多离岸企业 之一，因此东南亚离岸业务兴旺发达之势 可见一斑。

Swiber 首席执行官兼总裁 Francis Wong 表示：“我们继续看好亚洲市场，铁 别是东南亚市场的发展前景。Swiber 不仅 对东南亚地区非常了解，并且在该地区业

绩彪炳。截至今年 2 月，Swiber 的订单价 值高达约 13.5 亿美元，其中很大一部分订 单要落实在亚洲地区。”

与 Swiber 一样，新加坡的很多企业也实 现了惊人的业务复苏迹象，其中 Ezion Holdings 和 Ezra Holdings 的表现最为突出。

专门从事海事招聘业务的 Faststream Singapore 的董事总经理 Mark Robertshaw 指出，新加坡越来越多的海洋方面 的工作与能源相关。他说：“离岸支持和 建设工作，还有液化天然气在当地市场日 益凸现出重要地位。这些都是价值极高的 项目，因此公司需要吸引合适的人选。”

在新加坡的邻国马来西亚，在过去数 月，几乎所有的马来西亚上市 OSV 运营 商都得到了银行业分析师的青睐，因为该 国的离岸业务被视为全球最有前途的业务 领域之一。

该领域业务最繁忙企业中的佼佼者莫 过于 Nam Cheong，该企业几乎在新加坡 证券交易所的每日公告页面中都榜上有 名。这家马来西亚最大的 OSV 运营商去年 的净利润几乎翻番。

Nam Cheong 执行董事 Leong Seng Keat 表示：“我们集团从大型石油企业在 全球业务活动的增长中受益匪浅，这点从 我们集团在 2012 年订单数量大幅增长就可 以看出，其中巴西和西非蓬勃发展的石油 市场尤为显著。展望未来，我们认为此类 投资将继续向好，因为我们发现对 AHTS 船舶、PSV 和其他离岸船舶的需求继续增 长，尤其在浅水区域更是如此。”

“我们集团从大型石油企业在 全球业务活动的增长中受益匪 浅，这点从我们集团在 2012 年订单数量大幅增长就可以看 出，其中巴西和西非蓬勃发展 的石油市场尤为显著。” Leong Seng Keat, 执行董事, Nam Cheong Limited

2013 年，Nam Cheong 喜人的业务发 展势头不减，第一季度斩获了价值超过 4 亿美元的新订单，因此 Leong 指出马来西 亚的离岸海运领域保持“强劲发展势头” 。他补充说：“小型 AHTS 船舶的市场需 求保持活跃，在处于浅水区域的马来盆地 更是如此。”

此外，还有一些马来西亚企业也立志 成为全球的行业参与者。其中 TH Heavy Engineering (THHE) 便是一个良好范例。 该公司坚信自己在该地区蓬勃发展的石油 和天然气生产领域将成为首屈一指的领军 企业之一。THHE 目前正在扩建其位于巴 生港 (Port Klang) 的制造厂（毗邻英达岛 (Pulau Indah)），该制造厂的规模将增至 原规模的近五倍，达到 257 英亩。

邻国印度尼西亚是一个堪称激动人心 的市场（如果复杂程度较高的话）。M3 Marine 的 Mike Meade 解释说，从 2013 年 到 2017 年，印度尼西亚这个千岛之国在石 油勘探和开采方面的投入将达到 187 亿美 元，增幅高达 172% 以上。资金投入涉及 各个领域，包括大陆架开发和深海开发。

Meade 介绍说： “印度尼西亚幅员辽阔。 因此，整体物流需求会比其他地区更大。 印度尼西亚的油气田分布范围极广，从最 西边的苏门答腊岛延伸至位于东部的伊里 安查亚，这段距离即便坐飞机直线航行也 要花费五个多小时。印度尼西亚各地区对 OSV 的需求呈现出大幅增长态势。”

除此之外，正在加快对外开放步伐的 缅甸可以说是最具增长潜力的国度。

缅甸现在正在对外拍卖超过 20 个离 岸石油和天然气勘探区块。这些区块位 于孟加拉湾和安达曼海，其中绝大多数 都位于深海。

缅甸现在非常希望能够吸引大型能源 公司签订这些项目，因为该国正在力争快 速提升其在能源领域的地位。

缅甸日天然气产量高达 14.75 亿立方 英尺，位居全球第 36 位。根据美国和政 府统计数据，缅甸的陆上和离岸天然气储 量分别为 4,100 亿立方英尺和 11 万亿立

方英尺，全球排位为第 37 位。

在投身于缅甸突如其来的能源热潮的 众多投资者中，值得一提的是来自邻国泰 国的 PTT 勘探生产股份有限公司 (PTT Exploration and Production, PTTEP)。这家 大型能源企业必定要在国际能源领域获得 更大的声誉，它于今年初宣布，将在从现 在到 2017 年的五年间总计投资 246.7 亿 美元的专项资金。

在我们的地区石油和天然气综述内容 中，最后要谈的国家是越南。该国不仅拥 有充沛的油气储量，并且在油气勘探和生 产方面的专业技术也日臻完善。包括海事 和工程咨询公司伦敦海事顾问公司（London Offshore Consultants，简称“LOC”） 在内的许多公司都注意到越南这个东南亚 国家的离岸油气勘探和生产活动日趋活 跃，该公司更是于今年在越南南部设立了 一家当地办事处。 LOC 地区总监 Jon Walker 评论说： “近年 来，我们亲眼目睹越南油气行业实现了怎 样的惊人增长。我们相信这样的发展势头 将延续下去，并且我们将越南视为 LOC 在 亚洲地区扩大业务的关键环节，从而为我 们在该地区的现有业务提供有益补充。”

放眼东南亚各国，石油和天然气发展 速度之快令人侧目，并将成为 2014新加 坡亚太海事展 (Asia Pacific Maritime) 会 议日程中的重要组成部分。

14

船 东 们 看 好 东 南 亚 市 场

世界顶尖船运公司将在新加坡亚太海事展 (Asia Pacific Maritime) 上分享他们的观点

新加坡亚太海事展 (Asia Pacific Maritime) 将使新加坡倍受全球船运业瞩目。 迄今为止，此次海事展的展出时间比该地 区其他船运展览更长，规模也更大，并且 2014 年新加坡亚太海事展注定将要创下该 项展会的新纪录。

事实上，全球船运业越来越关注亚洲， 特别是今年和明年经济学家和船东们等有 关人士非常看好东南亚市场的发展前景。

日本川崎汽船株式会社 (Kawasaki Kisen Kaisha, K Line) 总裁 Jiro Asakura就 是其中一位代表人物。他对东盟的经济增 长前景深信不疑，因为这可确保船运业获 得持续发展。

去年，他访问了丰田汽车泰国公司， 这家日企分公司的汽车产量即将突破 100 万辆。他介绍说：“当时，我能够切身感 受到泰国作为经济快速发展市场所具有的 蓬勃活力。”他进一步补充说：“印度尼 西亚有望获得更快的经济发展速度，同时 菲律宾正在逐步成为推动亚洲经济发展的 重要动力。全世界对拥有较高潜在增长率 的其他国家——例如越南和缅甸——抱有 很大的期望。随着这些国家继续发展，我 相信这些市场将进一步扩展。”

其他船东也持有同样乐观的看法。在 其最近的一篇新闻稿中，台湾集装箱航 运巨头长荣海运指出，根据国际货币基 金组织 (IMF) 于 1 月发布的《全球经济展 望》(World Economic Outlook) 报告，东 盟 2013 年和 2014 年的经济增长率分别 有望达到 5.5% 和 5.7%。东南亚国家将开 始有关谈判工作，计划与中国、日本、韩 国、印度、澳大利亚和新西兰共同组建“ 区域全面经济伙伴关系”Regional Com-

prehensive Economic Partnership 简称 RCEP)。长荣海运认为：“自由贸易发展 有望继续发展，这将进一步推动亚洲内部 市场中货运量的增长。”

新加坡亚太海事展的举办地位于新加 坡，这个城市国家牢固奠定了其作为该地 区船运中心的地位。

三井船舶株式会社 (Mitsui OSK Lines, MOL) 董事长将新加坡形容为“重要的客 户和信息中心。”与其他许多航运公司一 样，这家日本航运公司已将其相当一大部 分的船队转移到新加坡，而且还将转移更 多的船队。

Muto 介绍说： “我们将以新加坡为中心， 加快业务扩张的步伐。我们将通过推行旨 在充分利用新兴市场经济发展成果的业务 改革来实现这一目标。”

两份最新发布的调查结果表明，新加坡 作为全球首选海运中心的地位正日益稳固。

Faststream Singapore 常务董事 Mark Robertshaw 指出，从航运业人才招聘的情 况来看，业务量比去年同期增长了 22%。

“似乎越来越多的海工和船运公司正 在重组其业务活动，逐步加大在新加坡开 展业务的力度。新加坡地理位置优越，航 运基础设施出众，并拥有极富商业吸引力 的海运激励机制。对于那些在世界其他地 区正承受越来越大经济压力的船东和承包 商来说，新加坡的这些优势无疑充满较强 吸引力。”

新加坡商业氛围极佳，今年正继续将 业务迁移到这里的公司不乏鼎鼎大名的企 业，其中最值得注意的要算是 MacGregor 它是欧洲最负盛名的船用设备制造商之 一。MacGregor 是芬兰 Cargotec 集团下属

“新加坡地理位置优越，航 运基础设施出众，并拥有极 富商业吸引力的海运激励机 制。对于那些在世界其他地 区正承受越来越大经济压力 的船东和承包商来说，新加 坡的这些优势无疑充满较强 吸引力。” Mark Robertshaw, 常务董事, Faststream Singapore

子公司，目前正在将其总部迁往新加坡。

MacGregor 总裁 Mikael Mäkinen 评论 说：“新加坡拥有得天独厚的地理优势， 靠近我们的亚洲客户和合作伙伴，我们有 理由相信新加坡是绝佳的办公地点。由于 MacGregor 有 70% 的销售收入都来自亚太 市场，我们认为，将办公地点设在新加坡 可以顺应企业运营的发展需求。” 邻国印度尼西亚经济发展迅猛，越来 越被视为令船运业振奋的市场。

巴克莱研究 (Barclays Research) 预 计，作为东南亚第一大经济体，印度尼 西亚继 2012 实现 6.3% 的经济增长速度之 后，2013 年将继续保持相同的强势增长 速度。

目前，有将近 10 亿美元用于投资兴建 新港口和升级改造现有设施，其中包括在 雅加达拥挤不堪的唐戎港之外再建一座新 港口，以满足业务发展需求。

15

为何现在选择 印度尼西亚？ • 东南亚最大的经济 体，2013年预计潜在 市场的贸易活动增长 达6.4%。 • 2013年航运业预计增 长达20%。 • 沿海航行法规定所有 在印度尼西亚水域运 营的船只必须由本地 船东所拥有。 • 本地航运船队从2005 年的6,041艘增长至 2012年的12,000艘， 近翻倍。 • 印度尼西亚的载旗船 只预计将在2013年增 至12,600艘。 来源：印度尼西亚全国船东协会 (Indonesian National Shipowners Association - INSA)

Trelleborg Marine Systems 是全球顶 尖的海洋护舷制造商之一，它认识到包括 印度尼西亚在内的东南亚市场具备巨大的 发展潜力。

Trelleborg Marine Systems 业务部门 总裁 Richard Hepworth 解释说，国家层面 的因素对于港口的腾飞发展必不可少。

Hepworth 表示：“我们的业务发展 受到与快速发展的经济体有关的多方面因 素制约，这些国家在取得 GDP 增长的同 时，需要进口和出口的货物量越来越大， 因此需要大量投资兴建港口基础设施和安 全高效运营这些港口设施所需的所有设 备。”

在众多东南亚国家中，Hepworth 特别 强调了印度尼西亚、泰国和越南，将它们 称作“令人激动的国度”。

印度尼西亚本国的造船业也将进行大 规模扩张。在兴建新造船厂和更新改造现 有造船厂方面投入的资金总量将达 1.5 万 亿印度尼西亚卢比 (1.5655 亿美元)。

自从印度尼西亚政府于 2011 年出台沿 海航行与贸易权法规，要求只有国有船舶 才能在印度尼西亚水域作业之后，极大提 振了印度尼西亚造船业的发展。

新法规出台之后，雅加达方面热切希 望当地造船企业能够奋起直追，政府制定 的目标是在 10 年内能够造出吨位可达 15 万载重吨的大型船舶。目前，印尼国内建 造的船舶最大吨位为 3 万至 4.5 万载重吨 之间。

另一个在造船业方面怀有壮志雄心的 国家是菲律宾。马尼拉已经将造船业确定 为核心工业部门，希望藉此吸引海外公 司。该国政府出台了一系列财政激励措

施，其中包括税收减免优惠政策，旨在吸 引海外企业在这个岛国兴建造船厂。

到目前为止，已经有四家知名的国际 造船企业在菲律宾投资建厂，其中包括 新加坡吉宝集团 (Keppel)、日本常石造船 (Tsuneishi)、澳大利亚 Austal 和韩国韩进 重工业及建设有限公司 (Hanjin Heavy Industries & Construction)。

另外一个邻国马来西亚也同样不甘落 后，该国已经明确制定了造船业的发展目 标。马来西亚的目标是到 2020 年将该国 在全球造船业订单总量中所占的市场份额 提升到 2%，这一目标是该国目前所占市 场份额的两倍以上。

马来西亚海事工业协会 (The Association Marine Industries of Malaysia, AMIM) 总裁兼董事长 Ahmad Ramli Mohd Nor 表 示，造船和船舶修理在 2011 年为马来西 亚贡献了约 70 亿马来西亚林吉特（23 亿 美元）的收入。

“我们的态度非常务实，并不打算参 与建造大型集装箱船舶的激烈竞争。我们 想把重点放在吨位不超过 3 万吨的中小型 船舶这一细分市场”Nor 如是说。

就泰国而言，本国船东泰国泰伦森集 团 (Thoresen Thai Agencies) 倍受关注，该 公司今年一直在筹措资金，力争将其干散 货船队规模翻倍，并为其子公司 Mermaid Maritime 添置更多钻井平台。该公司董事 Chalermchai Mahagitsiri 介绍说：“眼下 可谓是进行这些投资的最佳时机，机不可 失，失不再来。”

正如前文所述，泰国在全球汽车业具 有举足轻重的地位，并享有“亚洲底特 律”的美誉。越来越多的汽车运输船都要

为泰国马首是瞻。泰国于去年超过中国成 为丰田全球第三大制造中心。日本丰田公 司目前在泰国拥有三家汽车制造厂，此本 田和尼桑也将要投资总计 8.5 亿美元，从 而进一步提高泰国的汽车产量。福特和现 代也在泰国设有大型工厂。

2014 年新加坡亚太海事展最后一个或 许也是最令振奋人心的一大看点是缅甸， 它正不断加快对外开放的步伐。

航运公司对这个新兴的低成本出口国青 睐有加，该国 2012 年航运市场规模已达 40 万标准箱。例如，2 月 MOL 成为在缅甸仰 光开办全资子公司的首批船运公司之一。

一个月后，马士基航运公司 (Maersk Line) 和其亚洲子公司穆勒亚洲航运 (MCC Transport) 同样步其后尘，宣布在欧盟和 美国于 2012 年解除对缅甸的贸易制裁以 及缅甸经济发展前景良好的背景之下,将于 今年夏天在缅甸设立办事机构。

马士基在声明中表示：“缅甸是东南 亚最后一个尚未开发的市场，”他补充 说：“缅甸自然资源丰富，人口众多，并 且位于世界两大经济体中国和印度之间， 战略位置非常重要。”

东南亚地区正蕴藏着无限商机——新 加坡亚太海事展将成为您把握商机的理想 平台。

“缅甸自然资源丰富，人口 众多，并且位于世界两大经 济体中国和印度之间，战略 位置非常重要。” 马士基 (Maersk Line)

寻找亚洲海事市场新商机 亚太海事展 2014年3月19日 - 3月21日 新加坡滨海湾金沙 金沙会展中心一层及地下室二层 www.apmaritime.com

印度尼西亚国际海事展 2013年9月5日 - 9月7日 印度尼西亚,雅加达,雅加达展览中心 www.maritimexpo.co.id

造船及海事 • 工作船

• 离岸

首屈一指

目前，亚洲在船运方面已经成为 实力最强的大洲，并将日益强大

无论从哪个方面来看，亚洲现在都已 经是全球船运业当之无愧的中心，并且这 种发展趋势势不可挡。

全球每两条船中，至少有一条属于亚 洲公司。不仅如此，在全球建造的船只 中，有约 90% 产自于亚洲地区，而全球 船运业船队中的海员有超过四分之三都是 亚洲人。 在货物运输方面，亚洲同样拔得头 筹。在过去十年间，超过 90% 的海运铁 矿石贸易增幅均在亚洲地区实现，并且超 过三分之二的海运石油都是通过繁忙的亚 洲海上航道进行运输。另外，全球每运输 三个集装箱，就有至少一个集装箱是在中 国运输的。就集装箱运输而言，亚洲堪称 占据绝对优势——在全球排名前 20 的集装 箱码头中，有 14 个码头位于亚洲地区。

21 世纪船运业的主角是亚洲。

英国机构劳氏船级社、QinetiQ 和斯特 拉斯克莱德大学 (the University of Strathclyde) 刚刚共同撰写了一份新报告《2030 年全球海运趋势》(Global Marine Trends 2030)，展望了未来 13 年船运业的前景。 亚洲在船运方面的统治地位注定将进一步 增强。

该研究报告显示，鉴于人口因素，船 运业到 2030 年必将兴旺发达。

该报告预计，海运贸易量将从每年 90

亿吨增至 190 亿吨到 240 亿吨之间。

到 2030 年全球船运业将迎来全新的 局面，全球四分之一的商船队将由中国 掌控：届时，中国所占的市场份额将从 2010 年的 15% 增至 19% 到 24% 之间， 实力与希腊及其他欧洲国家旗鼓相当。

城镇化进程是推动船运业发展的一股 关键力量。从 2010 年到 2030 年，越南、 菲律宾、印度尼西亚——特别是缅甸—— 等亚洲国家在提高城市居民数量在总人 口中所占比例方面取得的成就将令全球 瞩目。

与此同时，这段时间内人均国内生产 总值增速最快的四个国家分别是中国、越 南、印度和印度尼西亚。

“中国的制造业将承受着越来越大的 压力，必须要从劳动密集型转变为生产率 更高的发展模式，”该报告指出。“这需 要利用创新技术提升中国的竞争力。”

到 2030 年，全球中产阶级的人数有 望比 2010 年的水平增长 40-50%，其中中 国和印度中产阶级人数的涨幅占近三分之 二。到 2030 年，中国的中产阶级人数将 升至全球第二位，仅次于美国。

届时，中国在城市 GDP 排名中也将表 现不俗。上海在全球城市经济排名中将从 第 19 位升至第 3 位。到 2030 年，北京、 天津、深圳和广州这四个中国城市也将首

次进入全球城市经济排名前 20 之列。

所有这些人口方面的变化将会给资源 需求带来巨大变化。例如，中国的石油需 求将增至目前水平的三倍，超过美国成为 全球最大的石油消耗国。

与此同时，中国天然气消耗量将呈现 最大增幅，而有趣的是，到 2030 年，中东 地区的天然气消耗量将超过石油消耗量。

在煤炭消耗量方面，中国和印度将位 居前两位。到 2030 年，中国煤炭消耗量 将约占全球总量的 60%，这对那些已经对 中国污浊不堪的空气质量忧心忡忡的人来 说绝非什么好消息。最新的调查表明，在 中国首都北京生活，相当于每天吸 21 根 香烟。

中国的钢铁消耗量增速将放缓，不过 在未来 17 年将仍将是全球头号钢铁消耗 大国。

油船船东们应当注意到，英国这三个 机构估计海运贸易量增幅最大的航线是从 阿拉伯湾、黑海还有拉丁美洲到中国和亚 洲其他地区。中东运往中国的海运原油贸 易量将增长 4.5 倍——从 2010 年的 1.26 亿吨猛增至到 2030 年的 5.71 亿吨。促进 中东原油销售增长的第二大推动力量将是 东南亚市场，该地区同期从中东的原油进 口量将增长 4.2 倍，增至 3.45 亿吨，与南 亚的水平相当，据该报告称，同期南亚从 中东的原油进口量将增张 3.2 倍。中东-美 国石油贸易量正因美国逐步减少原油进口 量而大幅下降，鉴于上述地区原油进口增 幅喜人，因此绝对可以弥补中东石油销售 量的缺口。

像在其他很多方面一样，这份以人口 因素为主导的报告表明，从现在到 2030 年，印度和中国将一直在液化天然气 (LNG) 进口量方面位居前两位。值得注意 的是，澳大利亚将赶超卡塔尔成为全球最 大的冷却燃料出口国。

“在集装箱运输方面，未 来二十年间亚洲-中东贸易 通道的增长速度最快。据 这份研究报告估计，“印 度洋和亚太地区将成为全 球集装箱市场发展的核心 区域。”

在集装箱运输方面，未来二十年间亚 洲-中东贸易通道的增长速度最快。据这 份研究报告估计，“印度洋和亚太地区将 成为全球集装箱市场发展的核心区域。”

在未来 17 年间，集装箱运量超过 7,600 标准箱的船只数量将增长 6 到 6.5 倍， 而运量较小的船只的增幅将为 1.4 倍到 2 倍。

中国集装箱运输船在全球所占比例 将从 2010 年的 18.3% 增长到 2030 年的 20.5% 至 27.2%。中东地区所占份额将至 少增长一倍，从 2010 年的 4.3% 增长到 2030 年的 8.9% 至 10.9%。

据这份研究表明，就造船业而言，中 国具有无可比拟的优势，其产量增长将超 过两倍。以越南、巴西、印度和菲律宾为 首的新兴国家的造船量将猛增六倍以上。 劳氏船级社在新闻稿中对这份 144 页 的研究报告进行总结归纳时指出：“到 2030 年，中国因素仍将起着举足轻重的 作用。

届时，中国的石油消耗量将是当前水 平的三倍之多，煤炭消耗量将是全球总消 耗量的 60%，因此中国无疑将将成为全球 海运贸易的主要市场。”

对于那些已然投资亚洲未来海运业的 企业而言，人口增长将像滚雪球一样为他 们带来无限机遇。

Published by: Reed Exhibitions, a division of Reed Elsevier (Singapore) 2008 Pte Ltd The content of this publication is accurate at the time of print. No part of this publication may be reproduced in any form or by any means without the written permission of the publisher. The views and opinions expressed or implied in this publication are those of the authors or contributors and do not necessarily reflect those of the publisher/ organiser.