Wednesday, August 5, 2015

For Singapore, pain before greater heights: MAS's Menon

For Singapore, pain before greater heights: MAS's Menon

In a speech - delivered as if in 2065 - the MAS chief paints a picture of the next 50 years of Singapore


Singapore
IN 50 years, Singapore would rank among the top five richest countries in the world in per capita terms, with its economy mainly driven by the export of capital and people.
But to reach there, it must first go through a painful period of economic transition when the entire economy undergoes restructuring - the first time since independence that it has to do so to such a wide extent.
This was how Ravi Menon, the managing director of the Monetary Authority of Singapore, painted the next 50 years for Singapore to some 330 economists, businessmen and policy makers from nearly 40 countries at the Singapore Economic Review Conference organised by Nanyang Technological University (NTU) on Wednesday.


In a speech - delivered as if in 2065 - he said the success of Singapore then was made possible by a culture of innovation, resilience and cohesion.
Gross National Income (GNI) - which comprises income received by a country both domestically and from overseas - would be the more relevant measure of Singapore's income and standard of living, and climate change the defining issue for the global economy, he said.
Singaporeans would be expected to work only 1,400 hours a year, compared to 2,300 hours this year, but would generate nearly three times as much income. The carbon intensity of Singapore's economy would also fall, from 0.2kg of carbon needed to produce a dollar of output today, to 0.05kg in 50 years.
Income distribution would improve, as heavy investments in building human capital and skills coupled with a more progressive tax and transfer system reduce the Gini coefficient. But income inequality would remain more stubborn: the top 1 per cent in Singapore would own around 20 per cent of total wealth, he forecast.
Mr Menon said Singapore's economy is now in its third phase, after the earlier phases of export-led industrialisation from 1965 to 1984, and the liberalisation and rise of modern services from 1985 to 2010 that took the city-state from third world to first.
The land and labour constraints of Singapore "came to a head in the 2010s", he said. In 2011, foreign labour made up one third of the total workforce, and it was "neither economically efficient nor socially desirable" to allow that to grow faster than the local workforce. Hence the shift to a productivity-driven growth model across the entire economy, compared to earlier restructuring that had focused only on the manufacturing sector.
"This third phase of Singapore's economic history marked the most significant step-down in Singapore's economic growth, with real GDP growing by 3.6 per cent per annum," said Mr Menon. "However, it also marked the painful but successful economic transition towards productivity-led growth."
The "decisive turnaround", he said, would come when domestically-oriented services industries such as education and healthcare scaled up by investing in technology and talent, and exporting their services.
After that, Singapore would from 2026 to 2040 enter into a phase of regional integration and the emergence of the ideas economy, accompanied by widespread technological transformation.
Malaysia and Singapore would set up an "Iskandar-Singapore Economic Zone" to provide investors an integrated production and services base, he envisioned. Subsequently, the "Asean Free Economic Zone" would also be established - a network of major cities in Asean connected by extensive transport links and advanced digital communications, allowing for free movement of goods, services, capital and people.
The bulk of the economic benefits would "rightly accrue" to the developing countries in Indochina, but Singapore would also benefit from being the "nerve centre" of this network, and be increasingly driven by the export of capital and people, Mr Menon said.
Singapore, too, would be well-positioned for the pervasive digitisation of the global economy during this period, due to the two key initiatives of SkillsFuture and the Smart Nation push.
By 2040, climate change would become the defining issue for the global economy, and the government would introduce a carbon tax to increase energy efficiency and modify consumption patterns, predicted Mr Menon.
The green industry - comprising the development of renewable energy solutions, and carbon trading permits and derivatives, among others - would emerge as the largest contributor to Singapore's GNI by 2055.
The city-state would also build a dyke that not only prevents rising sea levels from inundating the island, but also generates ancillary economic activities and allows Singapore to become a major exporter of dyke solutions to other coastal cities around the world.
Mr Menon characterised the economic journey of the 100 years as a story of continual restructuring "made possible by a judicious blend of the invisible hand of the market and the visible hand of good government". A spirit of constant adaptation and lifelong learning would distinguish Singapore, as does its ability to bounce back stronger from various upheavals and crises.
Singapore would also be able to "come this far" because it worked together and stayed together.
"It is not only about a willingness to pay higher taxes to support an ageing population but the spirit of philanthropy and volunterism that has taken root in our society, especially over the last 50 years," he said. "Our economic success could not have been possible without this deeper social cohesion that has held the nation together."

ANZ plans A$3b share raising to meet extra capital rules

ANZ plans A$3b share raising to meet extra capital rules


[SYDNEY] Australia & New Zealand Banking Group is raising A$3 billion (S$3.05 billion) in capital through an institutional placement and share purchase plan.
The raising "will allow ANZ to more quickly and efficiently accommodate additional capital requirements recently announced by the Australian Prudential Regulation Authority," the bank said in a regulatory statement Thursday.
Australia's banking regulator last month raised the average capital that the country's four main lenders need to hold against potential home loan losses. It also said the banks would need to add 200 basis points of capital to be considered among the world's safest.
The bank also reported a A$5.4 billion cash profit for the nine months through June.
ANZ plans an institutional placement of A$2.5 billion through an accelerated book-build in a price range above an underwritten floor price of A$30.95 a share.
BLOOMBERG



Modi's "port-led" export drive leaves India's hinterland stranded

Modi's "port-led" export drive leaves India's hinterland stranded   


[MUMBAI] Mumbai's commercial seaport, which handles over half the container traffic through India's major ports, is doubling capacity as Prime Minister Narendra Modi seeks to build an export powerhouse.
The expansion, due to be completed in seven years, can't come quickly enough for Avinash Gupta, whose family business supplies steel forgings to Europe and the United States from the industrial hub of Ludhiana in northern India.
Yet the greatest challenge his US$30 million business faces is getting his production to port. Mr Gupta pays nearly US$800 to a state-run rail cargo company to transport a 20-foot container to Mumbai - as much as 40 times the cost of shipping it onward to the Gulf commercial hub of Dubai.
It is exporters like Mr Gupta that Mr Modi had in mind when he launched his 'Make in India' drive last September, laying out a model of "port-led" development that would support industrial growth and help create manufacturing jobs.



Mr Modi's vision includes creating a tax union to slash costs and transport times, and a network of industrial corridors connecting the interior to ports. But political opposition to both the new tax and a law making it easier to buy land for development mean those may be years away.
For now, the inefficiencies are exacerbating the pain of weak global demand and a 15 per cent drop in exports between December and June from a year ago.
Exporting a standard container requires seven documents, takes 17 days and costs US$1,332 in India, according to the World Bank's Doing Business 2015 report. India ranked 126th of 189 economies on the ease of trading across borders, well behind Mexico (44th) and China (98th). All of India's ports together handle less trade than Shanghai alone.
Mr Gupta runs one of the thousands of small companies that contribute about half of India's US$300 billion in annual goods exports. Despite falling global prices, his costs have gone up, and his overseas sales are down more than 60 percent.
While shipping lines have slashed freight rates in search of business, state-run Container Corp of India actually raised rail rates by up to 15 per cent in April - even though its fuel costs have fallen. "The hike in freight costs has made our life difficult. Since exports are already down 60-70 per cent in the last three months, we will soon have to cut production," said Mr Gupta.
Unless Mr Modi's government makes faster progress on stalled rail and road corridors, like one that would link Mumbai port to New Delhi and lower costs, India's exporters will find it hard to compete on price and speed during the global trade downturn.
Nowhere is this more evident than at state-owned Jawaharlal Nehru Port Trust (JNPT), which last year signed a US$1.26 billion deal with Singapore's PSA International to build a fourth terminal in Mumbai on reclaimed land.
Modi has also acted to simplify export procedures, launching electronic clearance by customs, trade and port officials. "Ports are the gateway to trade growth," said Neeraj Bansal, the head of JNPT. "The government is expanding port capacity and building railway freight corridors and roads to reduce logistics costs for exporters. Trade is dynamic, we cannot wait till the end of global recession." The two-stage expansion by PSA International would boost capacity to around 11 million twenty-foot equivalent units (TEU). That would speed turnaround times and cut costs - it can take up to 12 hours for a truck to enter the port due to narrow approach roads, limited parking and customs delays. More than 10,000 trucks enter every day.
Imports, too, are hobbled by the poor infrastructure, with several container shippers imposing congestion surcharges of up to US$200 per TEU to cover the cost of delays in unloading. "Congestion at major ports is predominantly caused by an inability to clear cargo from the quayside, and that manifests itself mostly on the bulk handling terminals on the east coast,"said Ian Claxton, managing director of Thoresen Shipping.
Analysts estimate it takes up to four times as long to fill or unload a cargo ship at JNPT than at private rival the Adani Port and Special Economic Zone Ltd up the coast in Gujarat, Modi's home state. "Land connectivity plays a major role," said Deven Choksey, managing director at KR Choksey Securities, a brokerage, adding that even after the expansion "the inherent disadvantages of JNPT will continue." India added 71 TEU of capacity at major ports in the fiscal year to March 31. Modi wants to double total capacity to 1,600 million tonnes at major ports over the next five years.
But businesses hit by the worst slide in exports since the global crisis of 2008 say Mr Modi's approach to easing rules for trade and expanding state-run ports fails adequately to tackle competitive barriers. "Even a delay of a few hours results in missing the vessel and sometimes cancellation of an order," said Khalid Khan, a Mumbai-based exporter of engineering goods and regional president of the Federation of Indian Export Organisations.
REUTERS

China's steel city feels impact of pollution regulations

China's steel city feels impact of pollution regulations


[TANGSHAN] Struggling from weak demand and facing new rules to clean up pollution, some firms in China's top steel producing city have scaled back production or even closed completely, lifting local steel prices off 20-year lows.
China is using tougher environmental rules to help tackle a severe steel capacity glut that has depressed prices and saddled much of the sector - the world's biggest - with crippling debt.
Tangshan, which is 200 km east of Beijing and produces more steel a year than the United States, has been on the frontline of campaigns to cut smog and tackle overcapacity.
The city has pledged to reduce its annual crude steel capacity by 28 million tonnes from 2013 until 2017, roughly a fifth of its total, and its steel firms are now being forced to undergo costly upgrades.


"There are so many plants that are having to cut or stop production," said Zhou Junjia, a sales manager at Baifeng Iron and Steel Corporation, noting that four privately owned steel firms nearby had recently been forced to close. "In Tangshan, there are just too many plants selling steel products. We travel around to customers and to big steel markets in other large cities and no one is buying," added Mr Zhou.
Baifeng has cut daily crude steel production by 40 per cent to 1,200 tonnes in recent months, which would amount to an annual cut of 292,000 tonnes. "We are at least not losing money and are covering our production costs," he said, noting that it could break even by relying on its processing and trading business.
The premises of Kailida Iron and Steel, a private producer located nearby, appeared to have been abandoned and attempts to reach staff failed with their phone lines disconnected.
In the nearby township of Fengnan, the Qingquan steelworks closed in late 2013 for what staff said was a temporary shut down after it was unable to pay its workers.
While guards remain outside the plant, operations have not yet resumed more than a year and a half later.
Tangshan, located in Hebei province, is making industrial firms - including steel mills - renovate facilities over the next few months in order to meet strict new pollution standards.
Mills in areas surrounding Beijing will also have to reduce output from Aug 20 to Sept 3 to help air quality as the city commemorates the 70th anniversary of the end of the Second World War.
According to a survey published this week by the Hebei Province Metallurgical Industry Association, as many as 26 blast furnaces in Tangshan have been closed from July for overhauls, and a "majority" of steel processing plants throughout Hebei have either shut down or halved production due to persistently weak prices and environmental pressures.
The cut backs are already having an impact on local steel prices, with steel billet in Tangshan MYSTL-Q235-FTAN rising by 12.6 per cent to 1,880 yuan per tonne since hitting a low of 1,670 yuan on July 8, according to data provider Mysteel.
Xue Heping, a China Iron and Steel Association (CISA) analyst, warned against "blind optimism" but said in a report that "the worst period for the steel market is already passing." However, prices in Tangshan remain more than 12 per cent lower than the start of the year and 30 per cent down from August 2014. CISA's composite price index is some 37 per cent lower than the reference prices set in 1994.
Jiang Ping, an analyst with ChinaTSI, an industry consultancy, said expectations of tougher environmental controls and supply cutbacks were helping prices. "But I don't think there is any long-term support for prices because none of this solves the fundamental issues of overcapacity and weak demand," she said.
REUTERS

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