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The Edge Singapore
May 27, 2013
Corporate: Macquarie International Infrastructure Fund shareholders get chance to invest in Asia's first pay-TV business trust
BYLINE: Goola Warden
LENGTH: 972 words
The $1.4 billion IPO of Asian Pay Television Trust (APTT) is an opportunity for public investors to buy into the first pay-TV trust to list in Asia, and a chance for shareholders of Macquarie International Infrastructure Fund (MIIF) to realise part of the value of their investment. For the public wishing to subscribe, the offer price for APTT units is 97 cents. The offer closes on May 27 at noon, and APTT units start trading on May 29.
APTT will hold Taiwan Broadband Communications (TBC) Group, which is Taiwan's third-largest cable-TV operator. The trust is being formed with the backing of a slate of cornerstone investors that includes Eastspring Investments (Singapore) Ltd, Asian Century Quest Capital LLC, Capital World Investors, Indus Capital Investors LLC, Lion Global Investors, Neuberger Berman LLC, George Soros' Quantum Partners and Oz Management. All in, these cornerstone investors will hold as much as 32% of APTT. The sponsor Macquarie Capital will hold a further 3% of APTT. The remaining 65% of the trust will be held by public and institutional investors.
TBC Group is being sold to APTT by MIIF and Macquarie Korea Opportunities Fund (MKOF), which are both part of Australia's Macquarie Group. The move is part of the process by MIIF to wind itself up, following a strategic review commissioned by its board. Shareholders of MIIF had been pressuring its board to address the persistent discount at which shares in MIIF traded to its net asset value (NAV). The review recommended that MIIF start a joint process with MKOF to realise maximum value for their investment in TBC. It also recommended that MIIF divest its interests in Hua Nan Expressway, Changshu Xinghua Port and Miaoli Wind.
Based on the offer price and estimated transaction costs, the consideration payable to MIIF for its stake in TBC is $510.1 million, which will be returned to its shareholders in the form of a capital reduction. Existing MIIF shareholders have the option of being paid in cash or in the form of APTT units. MIIF shareholders who have elected to get cash will receive $443.29 for every 1,000 MIIF shares. MIIF shareholders who opt for APTT units will be entitled to 457 APTT units for every 1,000 MIIF shares held.
Should MIIF's shareholders take the cash or units in APTT? Why would TBC be any more interesting under APTT than MIIF?
Unlike the fund, the business trust will be able to pay out more than its accounting profit to investors, according to bankers. Also, a business trust structure makes it more difficult for disgruntled minority shareholders to call for an EGM to disband the trust. Sponsor Macquarie Capital will control quite a bit of the trust through the trustee-manager and a small stake in the trust, as well as through the appointment of the trust's directors. That could give APTT a better chance of taking the time it needs to grow its portfolio and develop its assets.
TBC Group is effectively APTT's "seed" asset. Owned and managed by Macquarie Capital since 2006, TBC Group owns more than 751,000 basic cable-TV revenue-generating units as at Dec 31. The company operates exclusively in Taiwan, where it offers basic cable-TV, premium digital cable-TV and broadband services to households and businesses in northern and central Taiwan, including South Taoyuan, Hsinchu county, North Miaoli, South Miaoli and Taichung city.
APTT has a two-pronged growth plan. It aims to raise distribution per unit (DPU) via acquisitions by investing in cash-generative pay-TV businesses and broadband businesses in Taiwan, Hong Kong, Japan and Singapore. Organically, APTT plans to increase TBC Group's revenue by increasing the take-up of premium digital cable-TV services, promoting the bundling of cable-TV and broadband services, driving retention and building loyalty, and upgrading the HFC network to 870MHz to offer better service to subscribers.
APTT's DPU is projected at 7.29 cents for this year and 8.25 cents for next year. The yield, based on the forecast DPUs, is 7.51% for FY2013 and 8.51% for FY2014. The trust intends to distribute 100% of its distributable free cash flows. Distributions will be made on a semi-annual basis, with the amount calculated as at June 30 and Dec 31 each year. Post-IPO, the NAV is projected at 93 cents.
There are risks, though. Taiwan's pay-TV and broadband market is highly competitive, says UOB Kay Hian in a report to clients. In addition, there has been a reduction in basic cable-TV rate caps. The ability to provide attractive content also depends on supply agreement relationships and cooperation with content providers, which could prove ephemeral.
In FY2012, TBC Group's operating profit decreased 10% to $132.8 million from a year earlier, owing to some accounting issues, including currency exchange loss on USD-denominated shareholder loans and tax penalties, according to the IPO prospectus. Because of the exchange loss and tax penalties, TBC Group's profit before tax decreased $60.2 million to $10.6 million in FY2012, from $70.8 million in FY2011. As a result, its loss for the year increased $21.7 million to $26.3 million in FY2012, from $4.5 million in FY2011. After adjusting for non-recurring items, TBC Group's net income for FY2012 was $74.2 million.
According to the trust deed, the trustee-manager is entitled to a base fee of $7 million, which, if pro-rated, amounts to $4.1 million for this year. The base fee will be adjusted annually based on Singapore's Consumer Price Index, and is assumed to be $7.2 million for FY2014, according to the prospectus. Directors' fees, including independent directors' fees and salaries of the key executives of the trustee-manager, will be paid out of the base fee. The trustee-manager has elected to receive 100% of the base fee in cash for FY2013 and FY2014. There will be no performance fee for these two years.
LOAD-DATE: May 28, 2013
LANGUAGE: ENGLISH
PUBLICATION-TYPE: Newspaper
Copyright 2013 The Edge Publishing PTE. LTD.
All Rights Reserved
11 of 42 DOCUMENTS
The Edge Singapore
May 27, 2013
Corporate: UE and STC chart new courses post-WBL
BYLINE: Assif Shameen
LENGTH: 1717 words
And then, there were two. The battle for control of WBL Corp, one of Singapore's most venerable firms, ended abruptly on May 13 when The Straits Trading Co (STC), one of the two contenders - themselves old storied firms in their own right - threw in the towel in the long-drawn-out tug of war, paving the way for rival bidder United Engineers (UE) to walk away as the victor.
"We are delighted that we won," exclaims Jackson Yap, UE's CEO, who had personally shepherded the deal to its culmination. STC and its concert parties accepted UE's revised offer to acquire their entire 44.58% stake in WBL for $4.50 a share, valuing the firm at over $1.25 billion.
The battle almost went to the wire, but in the end, STC, WBL's single-largest shareholder, chose to take the cash rather than duel it out with UE. WBL was coveted by the two companies because it controls two listed flexible printed circuit makers, distributes a range of luxury cars in Southeast Asia, including Bentley and Bugatti, and has a high-end property portfolio in five cities in China that is valued at around $1.1 billion.
For the second time in five years, a corporate battle had pitted two of Singapore's most prominent business families against each other. UE's controlling shareholder is the Lee family, which co-founded the Oversea-Chinese Banking Corp (OCBC), while STC is controlled by the heirs of the late Tan Chin Tuan, the man who once ran the bank and its expansive and loosely connected stable of companies for the Lees. In early 2008, Tan's family firm, Tecity, led by his granddaughter Chew Gek Khim, grabbed control of STC in a protracted battle with the Lees. In many ways, the tussle for WBL had mirrored the earlier battle between the two families for STC itself. While the Tans handily won the first battle, the Lees came up tops in the second.
Revised offer
Until the very end, it looked as if UE's bid might not have enough momentum to cross the line. Over the past decade or so, several well-publicised takeover battles as well as privatisation exercises have failed by the smallest of margins, and many analysts had predicted WBL's fate might not be too different. Indeed, STC had allowed its earlier bid for WBL to lapse because it was confident that its near-45% stake would keep it at the helm.
In the end, it came down to sheer numbers. UE needed just over 9% to take it over the line. Its initial offer of $4.15 a share got little traction, as WBL's stock remained above the offer price for most of the offer period. Two weeks ago, UE came back with a revised offer of $4.50 a share. Even at that point, the betting was that the race was too close to call, but on the evening of May 13, STC decided to accept UE's offer, which put an additional $500 million in its kitty and added over $80 million to its bottom line. For Chew, the decision was whether to take UE's money or let the battle drag on. She decided to accept the offer and take the cash.
For UE, the merger is "clearly a major transformational acquisition", beams Yap. "It will dramatically change UE itself," the CEO tells The Edge Singapore. Yap has long articulated a strategy to grow the construction, engineering and property firm inorganically, but by his own admission, has been hampered by a lack of attractive targets. Yet, when STC first announced its bid for WBL last November, Yap knew it was time for him to move. It was a once-in-a-lifetime opportunity to grab something in which he could see clear synergies.
WBL and UE are small property players in their own right, but the merger creates a formidable mid-sized real-estate unit with a regional footprint. "UE has properties, but with WBL, we also get exposure to five cities in China - Chengdu, Chongqing, Suzhou, Shanghai and Shenyang - which is quite exciting for us," says Yap, a lifetime construction industry insider whose family hails from South Africa. Moreover, the acquisition also brought in a new business in the form of the distribution of luxury cars to UE's broad portfolio.
Yet, there are some parts of the merged entity's portfolio that need a careful look. One big issue WBL's new owner must now grapple with is the two electronics companies that it owns: Nasdaq-listed Multi-Fineline Electronix Inc (M-Flex) and SGX Mainboard-listed MFS Technology Ltd. Both companies make fairly similar components used in mobile electronic devices, such as smartphones, tablets and portable barcode scanners, and combining them makes sense. Indeed, M-Flex first announced a $791 million bid to take over MFS in March 2006, but the takeover dragged on for more than a year despite M-Flex's attempts to withdraw the bid, which were rebuffed by the Securities Industry Council. Eventually, M-Flex's offer lapsed.
For two years now, there has been talk that WBL was keen to see better synergies between its two separately listed subsidiaries. According to Yap, it is too early for him to say what UE might do as the new owner of M-Flex and MFS. The board of WBL had already started a new initiative even before UE launched a bid for the company, he notes. Last December, M-Flex filed a shelf registration with Nasdaq over WBL's 62% beneficial ownership. While Yap refuses to be drawn on M-Flex-MFS moves, he promises that he and his board will look at all avenues open to chart a new course for its flexible printed circuit business. "Once the deal is completed, we will engage with the management on what we need to do to move forward with those two companies."
UE will delist WBL if its stake crosses the 90% threshold, says Yap. But post-merger operations are unlikely to be a walk in the park even for a company like UE, which is financing the deal with a combination of internal funds and debt. For now, Yap refuses to say whether there will be an asset sale, listing of investment properties as a real estate investment trust (REIT) or perhaps even a cash call to keep debt levels low so that UE is ready to pounce on another investment if the opportunity emerges. "It's far too early for us to say what we will do because the deal hasn't really closed, but we will look at all the options and weigh one against the others."
Finding synergies
Once the WBL deal goes through over the next few weeks and UE takes charge, the next step for Yap would be to oversee the integration of the two companies and "see where the synergies are and look at how we can restructure and build from there". In the months following the merger, the management of the enlarged entity will have its hands full, says the UE head honcho.
For her part, with STC's WBL stake sold and the firm's hotels put in a joint venture with Far East Group, Chew now has a drastically shrunk business and lots of cash. Post-WBL-sale, does it makes sense for STC to remain listed, with a Malaysian tin firm - Malaysia Smelting Corp - that is already dual-listed in Singapore, an office block and a minority stake in a hotel group? After her Tecity group took over STC in 2008, the firm's shares were very thinly traded, so Chew went about remaking the company into one that institutional and retail shareholders would want to own. "With the bulk of the restructuring completed, we are well placed to increase our shareholder base as and when conditions are right," she says. The share swap with Third Avenue and Aberdeen Asset Management - buying their WBL stakes and giving them a stake in STC - was the first step. "The next phase is to work towards finalising the structure of Straits Trading as a holding company of businesses in which it has strategic stakes and is an active investor," Chew points out.
Moreover, she adds, STC hasn't really exited the hotel business. "We used to have 100% of a hospitality business with around 2,000 rooms. Now, initially we will have a 30% interest in a venture with about 6,000 rooms, with the potential to gain scale rapidly with an excellent partner" in one of Singapore's largest property groups. "And we plan to grow this platform to around 12,000 rooms in the not-too-distant future," Chew notes. According to her, STC still has a large property portfolio worth about $600 million, comprising mainly residential properties, including nine Good Class Bungalows and some residential apartments, as well as land holdings in Malaysia besides its flagship office building on Battery Road.
STC's plans
What will STC do with the $500 million cash hoard that it will receive from WBL? "We will return any cash in excess of our operational needs to shareholders" in the form of dividends, Chew tells The Edge Singapore after the firm had tendered its shares to UE, following the revised offer. "We anticipate using some of the funds to invest in businesses that are good generators of cash." Will it buy small stakes in companies or go for majority control? "It can be 100% of a business or stakes of less than 100% in a business in which we can add value and have a say," Chew says.
For now, STC is likely to keep searching for acquisition targets. "We will continue to execute our strategy of building STC into a holding company with stakes in businesses that are good generators of cash," Chew says. STC's business model as an investment holding company "is not dissimilar to that of Berkshire Hathaway", she points out, referring to billionaire investor Warren Buffett's conglomerate. Trying to imitate Berkshire is a long-term aspirational target rather than part of a short-term strategy, but Chew says STC is committed to offering its shareholders "a stake in a holding company with exposure to different businesses in which we are active investors and in which we can continue to add and create value".
STC doesn't intend to be a passive investor for the long haul. Instead, Chew says her firm wants to be an active participant in the businesses that it invests in, adding value to them by contributing its skills and sharing with them its knowledge of finance, capital markets and even corporate action. She knows finding the right companies and executing strategies isn't going to be easy. "We hope there will be businesses that will welcome us as investors and that can work closely with us," she says. Losing WBL to UE wasn't an opportunity passed up, but a chance for STC, which now has a strong balance sheet and $500 million more in cash, to take a different course to growth.
LOAD-DATE: May 28, 2013
LANGUAGE: ENGLISH
PUBLICATION-TYPE: Newspaper
Copyright 2013 The Edge Publishing PTE. LTD.
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12 of 42 DOCUMENTS
The Edge Singapore
May 27, 2013
Cover Story: Pacific Basin's winning formula
BYLINE: Kang Wan Chern
LENGTH: 2817 words
When shipping veteran Mats Berglund joined Pacific Basin Shipping as its new CEO in June last year, the dry bulk shipping business was in a moribund state. The Baltic Dry Index, a benchmark for global dry bulk rates, had fallen by more than 90% from its high in 2008 to 830, its weakest levels since 1986, battered by rising fuel prices and an over-abundance of capacity.
Yet, Berglund had little doubt that Pacific Basin would be one of the eventual survivors in the bulk carrier business. "[It's] an excellent company with a strong business model and correct focus in the Handysize and Handy-max vessel segments, which is exactly where we need to be to continue outperforming the market," he tells The Edge Singapore during an interview in Hong Kong last month. Now, he is carefully expanding Pacific Basin's capacity to position it for an eventual upturn in demand.
Headquartered and listed in Hong Kong, Pacific Basin is the world's largest owner and operator of Handysize and Handymax vessels, the two smallest categories of dry bulk ships, ranging from 20,000 to 60,000 deadweight tonnes (DWT). By comparison, the mammoth Capesize vessels are as big as 200,000 DWT. Dry bulk ships transport all manner of commodities, from iron ore to grain. Since the global financial crisis, demand for commodities weakened just as vessels ordered during the boom flooded the market, leaving the industry awash in red ink.
Pacific Basin's large fleet of relatively small vessels helped it stay afloat. Its fleet currently consists of 143 Handysize and 50 Handymax ships. The company also runs 14 dry bulk offices around the globe, which gives it greater ability to negotiate a good mix of spot and long-term cargo contracts. In FY2012, Pacific Basin moved 41 million tonnes of dry cargo, about two thirds of which consisted of agricultural produce such as grains, fertiliser and sugar as well as construction material such as logs, steel and cement. It also shipped coal, metals and minerals such as sand and gypsum in smaller proportions.
"You can't win a cargo contract with a small fleet because chances are, you won't have the right ship in the right place at the right time," says Berglund. "We have the world's largest fleet of Handysize and Handymax ships with dry bulk offices across six continents, so our customers can rest assured that if one ship is late, we can always pull in another one to move the cargo they need."
In fact, there has been a lack of reliable Handysize and Handymax vessel operators to meet the needs of smaller-scale customers, according to Berglund, which has enabled Pacific Basin to command relatively high freight rates. In 1Q2013, Pacific Basin's Handysize vessels were moving cargo at US$8,820 a day, a 35% premium to the US$6,530 earned by the rest of the Handysize market. In the Handymax market, Pacific Basin managed to secure rates averaging US$9,930 a day, which was 29% more than the US$7,680 a day earned by other similar vessels in the market. In FY2012, Pacific Basin outperformed the market by 44% and 31% in terms of Handysize and Handymax rates respectively.
Besides helping Pacific Basin win the best cargo contracts across the market, the large fleet of small vessels also positions the company to win "backhauls". Backhaul cargoes represent the load a ship hauls on its return voyage. The nature of the commodities trade is that vessels are usually fully laden when sailing from a resource-rich country but empty when sailing back from a resource-hungry country. "Our rates are higher than average because of our cargo contracts, which enable us to ship cargo in both directions. Most ship owners are laden one way and empty going back, which is just 50% laden. But our cargo contracts ensure that we have a 70% to 80% laden percentage, or utilisation rate, on our fleet," Berglund explains.
Yet, Berglund was still forced to make some tough decisions within months of joining the company, though. For one thing, Pacific Basin's fleet of roll on/roll off (RoRo) vessels, which are used to transport wheeled cargoes such as cars, trucks and trailers, had become unprofitable. "At the time of my arrival, it became apparent that prospects for our large RoRo vessels had turned negative and would not improve. Thus, we made the decision to cut the loss-making RoRo business to focus on our core dry bulk segment," Berglund says.
In September 2012, Pacific Basin made a deal to sell six RoRo ships to Italy's Grimaldi Group. Under the agreement, the Italians will buy at least one of the vessels by the end of June, followed by at least one vessel purchase in each six-month period until 2015. That move resulted in Pacific Basin's first annual loss since its listing in 2004. For 2012, the company reported a loss of US$158.5 million ($200.1 million) versus earnings of US$32 million in 2011, mostly as a result of losses incurred from the discontinuation of the RoRo business. However, Pacific Basin's revenue in 2012 climbed 10% to US$1.44 billion, driven by higher revenue days achieved by its fleet during the year.
Fleet expansion strategy
Berglund plans to take advantage of the weakness in the dry bulk market to expand Pacific Basin's fleet of bulk carriers. Currently, the majority of the company's ships are chartered in as a result of high vessel values between 2007 and 2008, which made ships very expensive to own. With the slump in prices over the last couple of years, however, Berglund figures it is an opportune moment to gradually increase the number of owned-vessels in the company's fleet. Since joining Pacific Basin, Berglund has already bought eight vessels averaging 6.5 years in age in the second-hand market at an average price of US$15.4 million each.
"We are still outperforming the market and breaking even in this market. And, we have a strong balance sheet with 14% gearing and positive cash flows of US$149 million. So, we can afford to be counter cyclical and buy more vessels now," says Berglund. "So far, we have focused on Japanese-built, second-hand ships because we prefer not to add to the oversupply in the market."
But Pacific Basin's strategy does not represent the prevailing mind set in the industry. In the past year, many shipping companies have been ordering new and larger vessels, which are supposed to be eco-friendly and more cost-efficient to operate. The way Berglund sees it, however, the smaller, second-hand vessels he is buying have operating efficiencies that are superior to the big, new vessels. "The fuel savings from a new ship are not enough to make up for the extra capital invested compared to buying a second-hand ship," he says. "At current slow-steaming speeds of 10 to 11 knots, the difference in fuel consumption between a new and second-hand ship is also much smaller. So, it does not always make sense to buy these eco-ships marketed by the yards."
In addition, second-hand vessel values have fallen by a larger proportion than for newbuild vessels over the past year. "When buying new vessels, you should always buy the one which has come down the most in terms of value for better upside," says Berglund. "We need to expand our fleet when prices are low because this is a very capital-intensive industry and what you pay for your ship is more important than anything else. You have to enter and exit the market at the right time and so far, the returns have been higher for second-hand vessels."
Berglund is not ruling out the idea of buying newly built vessels, though. He is already planning to include more newbuilds in Pacific Basin's fleet with the delivery of 10 Japanese-built Handysize and Handymax vessels and six newbuild chartered in vessels over the next two years. Berglund is also keen to add several newly designed 37,000 to 38,000 DWT Handysize vessels to the Pacific Basin fleet. "We are looking to add these larger Handysizes to our fleet and deploy them in some of the routes where they will be optimally used. Because these are new designs, there are no second-hand ships available, so we may go to the yards. We may also consider chartering in some new eco-ships to see how they perform at different speeds."
Much ultimately depends on prices of second-hand vessels, which tend to rise and fall more sharply than newbuilds in the face of the shifting outlook for the industry. This is because second-hand vessels are available immediately while newbuilds can take years to be delivered. Yet, the two segments of the market are tightly intertwined and constantly influence each other. In March, Norwegian ship tycoon John Fredriksen created a stir when he put in a mega-order for as many as 32 Capesize ships at various yards in South Korea and China, reports note. The move led to speculation that the dry bulk market could soon turn the corner, which in turn gave prices of second-hand vessels a boost.
Currently, a five-year-old second-hand Handysize vessel costs an average of US$12 million each, up from US$11.7 million in 4Q2012, according to data from Drewry. By comparison, new Handysize vessel values were down to US$18.3 million in 1Q2013 compared with US$18.7 million in 4Q2012. If the difference between second-hand vessels and newbuilds continues to narrow, Pacific Basin might begin buying more new vessels, Berglund says.
Improving prospects
Whatever the outlook for the prices of second-hand vessels versus newbuilds, Berglund is certain that demand for Handysize bulk carriers will rise in the years ahead. For one thing, capacity growth in the segment has trailed the rest of the dry bulk market with fewer deliveries and a higher level of scrapping. In 1Q2013, the global Handysize fleet registered no growth compared to y-o-y growth of 1.6% in the other segments of the dry bulk market, according to shipping research firm Clarksons.
Industry data suggests that growth in the number of Handysize vessels in the market will likely remain muted for the next few quarters. Notably, the Handysize order book is currently the smallest in the dry bulk market. In 1Q2013, there were just 389 vessels with a combined 12.5 million DWT of capacity on order, according to data from Drewry. That represents 14.6% of the existing Handysize capacity in the market. Moreover, in 1Q2013, just 2.2 million DWT of new capacity were delivered, while 1.3 million tonnes of new orders were cancelled. "Handysize is the only dry bulk sector that is not crippled by oversupply," Drewry says in a 1Q2013 sector report.
Not surprisingly perhaps, spot rates for Handysize vessels are now inching upwards, ahead of the harvest season in the US and South America in 2Q2013. Indeed, the Baltic Handysize Index - which compiles spot rates for Handysize vessels - stood at 554 as at May 22 compared with 464 on March 31. "The second quarter is the harvest season in most parts of the world, bringing opportunities for smaller vessels. Handysizes, which are primarily used on shorter hauls and coastal trade, will find demand less disturbed by, if not completely cushioned from, the doubtful global growth outlook," Drewry says.
Berglund figures that Pacific Basin is set to do well in this environment. "Demand is looking pretty good, particularly with Chinese imports of minor bulks growing 14% y-o-y in 1Q2013 and dry bulk imports into China growing 7% y-o-y in 2012," he says. Minor bulk refers to cargo usually carried on Handysize vessels such as soybean and sugar as well as steel and minerals. On the other hand, major bulk refers to commodities such as coal, iron ore and grains that are usually shipped on the larger Panamax and Capesize carriers. "Our segment should see higher returns than [with] the larger ships and things will gradually get better, but we have to be patient as this will not happen overnight," Berglund says.
Meanwhile, Pacific Basin also operates a small but profitable towage business, which could help support its growth. In FY2012, PB Towage contributed up to 15% of Pacific Basin's total revenues. With a fleet of 44 tugs and barges, it provides towage support to offshore energy operators in Australia. In FY2012, PB Towage increased its involvement in the Gorgon offshore gas fields in Western Australia with the purchase of Singapore-listed Ezion's one third stake in Offshore Marine Services Alliances (OMSA). OMSA is an offshore marine logistics joint venture now owned by Pacific Basin and Australian offshore staffing company Skilled Group.
This year, PB Towage sealed an agreement with Europe's Boluda Towage and Salvage to tap opportunities in providing towage support to liquefied natural gas (LNG) terminals in the region. It also plans to open a harbour towage in the Port of Newcastle by June. "PB Towage has been growing and helping to boost our revenues since we diversified into the towage business in 2007," says Berglund. "We expect this division to contribute strongly to our FY2013 earnings."
Best bulk carrier?
Sweden-born Berglund, 50, has spent most of his career in the shipping industry. He started out at the Swedish family-owned conglomerate Stena in 1986. During his time there, he was group controller of Stena Line, the group's ferry operating business; and later chief financial officer for Stena's tanker shipping arm, Concordia Maritime. He was also CFO of StenTex, a joint venture in which Stena was invested, which managed the tanker and marine-related offshore support activities for US oil company Texaco.
Berglund eventually rose to the post of president of Stena Rederi, the parent company of Stena's shipping businesses. In 2005, Berglund left Stena to head the tanker division of New York-listed Overseas Shipholding Group. In 2011, he was appointed COO of Singapore-listed Chemoil Energy. He left the following year to head Pacific Basin.
The company traces its roots to 1987 when Chris Buttery and Paul Over, who worked at companies linked to the Jardine Matheson group, formed Pacific Basin Shipping and Trading as a specialist Handysize bulk carrier operator. The company listed on the Nasdaq in 1994, but was subsequently acquired and taken private in 1996 by Malaysian shipping conglomerate MISC. Over and Buttery were kept on as employees for two years with Over even moving to Kuala Lumpur to oversee the business. The two founders eventually walked away with some cash and the rights to use the Pacific Basin name. In 1998, after their non-compete deal with MISC expired, the pair
relaunched Pacific Basin Shipping, once more to focus on the Handysize bulk carrier sector.
The founders have since severed ties with and sold off their shares in Pacific Basin. The largest shareholders of the company these days are a group of institutional investors, which include Aberdeen with an 18% stake, Canadian Forest Navigation with 7.7%, Mondrian Investment Partners with 6% and JP Morgan with 5.8%.
Shares of Pacific Basin are down by about 4% this year. The company has a market capitalisation of HK$8.8 billion, or 26.5 times forward earnings. Its shares offer a dividend of 1.1%. Of the 21 analysts who cover Pacific Basin, nine have "buy" calls on its stock with an average 12-month target valuation of HK$4.71. Eight recommend a "hold" or are "neutral" on the stock, while four are calling for a "sell".
Berglund does not envision an easy time in his new job. Freight rates are expected to remain generally weak for the rest of the year, owing to a persistent oversupply of tonnage in the dry bulk market. In 1Q2013, the dry bulk industry took delivery of 18 million DWT of new capacity, according to Clarksons. Factoring in the seven million DWT of capacity taken out of the industry as a result of vessel scrapping, this translates to a net growth of 8.4% y-o-y globally. That has made it tough for most bulk carrier operators to make any money in the business.
"There are still too many ships around, primarily in the larger-size segments and this is influencing rates in our Handysize and Handymax segments," Berglund says. When new vessel deliveries peaked in FY2012 for instance, spot rates for Handysize carriers were down 28% y-o-y, while spot rates for Handymax carriers were down 34% y-o-y, according to data provided by Clarksons and Bloomberg.
Yet, Pacific Basin is in better shape than most of its peers. Notably, it has already covered 50% of its contracted Handysize revenue days for the remaining three quarters of 2013 at US$9,500 a day. Pacific Basin has also covered 68% of its contracted Handymax revenue days at US$11,020 a day for the rest of the year.
"Dry bulk markets will continue to stay weak this year but we will continue to outperform the market and do better than our peers in the larger-ship segments," Berglund says. "We have a strong balance sheet which enables us to execute our strategy of growing our fleet at attractive valuations and position ourselves for a cyclical upturn. We are already the world's largest Handysize operator and we will work hard to make our position even stronger."
LOAD-DATE: May 28, 2013
LANGUAGE: ENGLISH
PUBLICATION-TYPE: Newspaper
Copyright 2013 The Edge Publishing PTE. LTD.
All Rights Reserved
13 of 42 DOCUMENTS
The Edge Singapore
May 27, 2013
Cover Story: Courage Marine, Mercator cut capacity to limit losses
BYLINE: ----
LENGTH: 1514 words
Hsu Chih-Chien, chairman of Singapore-listed dry bulk ship operator Courage Marine, has been reducing the size of the company's fleet over the past three years, and is not planning to make new investments anytime soon. "We feel that the market is going to be poor over the long haul and the bigger the fleet, the more dire the strain on the owner," Hsu tells The Edge Singapore.
Courage Marine is one of a number of Singapore-listed bulk carrier operators struggling to keep their heads above water as freight rates plumb to their lowest levels since 1986. With a market value of just $72 million, the company operates a fleet of four Capesize carriers and one Supermax vessel. Mercator Lines, another locally-listed bulk carrier operator, is not a big player either with a market capitalisation of $151 million and a fleet of 13 Panamax carriers. Meanwhile, STX Pan Ocean, which has a market value of $720 million, is being put up for sale as its parent desperately tries to fend off bankruptcy.
With such small fleets, neither Courage Marine nor Mercator are able to emulate the strategy of Hong Kong-listed Pacific Basin Shipping and form large trade networks to serve a broad range of customers. Instead, they both rely on contracts with specific customers. That leaves them especially vulnerable to low freight rates, and puts them at risk of having to sell their vessels at bargain basement prices, even as the big players expand.
Dry bulk carriers are used to ship raw materials such as coal, iron ore and grain. Since 2010, the Baltic Dry Index (BDI), which tracks the rates carriers charge to ship these commodities, has fallen by about 80% to 830 currently, weighed down by an oversupply of capacity and the continued delivery of new ships. Last year, new deliveries peaked at 98.6 million deadweight tonnes (DWT), which expanded industry capacity by more than 12% y-o-y, according to industry data.
With sinking BDI and rising supply of vessels, the prices of ships have declined sharply. According to data provided by Drewry, the price of a new 170,000 DWT Capesize bulk carrier is now about US$44.3 million ($55.77 million), or 23.5% less than three years ago. On the other hand, a second-hand, five-year-old Capesize vessel would cost about US$28.2 million, or 48% less than three years ago. Capesize vessels are at least 100,000 DWT in size. Rates in this segment of the dry bulk sector have suffered the most.
Prices are falling even as the pace at which new vessels are being delivered across the industry is slowing. This year, global dry bulk capacity is expected to rise by as little as 4.2% compared with 12.3% in 2012. It is expected to grow at an even slower rate of 2.6% next year. However, the indications are that vessel supply growth could begin accelerating from 2015. Indeed, a total of 7.5 million DWT of new capacity was ordered in 1Q2013, about three times the orders received in 4Q2012, according to Drewry. About 67%, or five million DWT, of the new orders received were for Capesize vessels, more than what was ordered during the whole of last year.
Where are these orders coming from? Some of the largest and most deep-pocketed bulk carrier players in the world are choosing to expand, betting that the BDI and vessel prices are not likely to slide much lower. Among them are companies linked to billionaire John Fredriksen including Frontline 2012 - which is listed in the US and Norway - and Golden Ocean Group, which is listed in Norway. Frontline recently placed orders for as many as 32 Capesize vessels from yards in South Korea and China, while Golden Ocean Group is also on the prowl for more Capesize vessels to add to its current fleet of 13 Capesizes. Meanwhile, Pacific Basin is waiting to take delivery of at least 18 new and second-hand vessels. "The new lows in newbuilding prices lured cash-rich owners to order more ships in large numbers blighting the recovery prospects for this sector," says Drewry in its 1Q2013 dry bulk sector report.
That is bad news for Hsu. "It is almost farcical that owners are buying more vessels in the past quarter when freight rates have been [at] rock bottom levels and have shown absolutely no hint of improving. And the largest orders are for Capesizes, where freight rates are the worst in the dry bulk market," he grumbles.
Staying slim
While the heavyweight players expand their fleets, Courage Marine has been slimming down to keep its costs low. Last year, the company sold five older Capesize and Supermax dry bulk carriers, cutting its fleet capacity by more than 50% to 265,688 DWT. It subsequently replaced the five vessels with two second-hand Capesize vessels and one Supermax vessel, taking the company's fleet size to the current four vessels with a combined capacity of 417,376 DWT.
"Many of our ships are mainly on contracts to move mainly coal and ore, and occasionally woodchips and bauxite as well as grain and soybean for specific companies in China and Taiwan," Hsu says. "We are keeping our fleet occupied by deploying them on specific trades in our network across Asia, but we are not going for any massive expansion in the foreseeable future."
For 1Q2013, Courage Marine reported a 12% decline in revenue to US$5 million and a loss of US$622,000, compared with a loss of US$1.2 million in 1Q2012. The company is 1.4 times geared, according to Bloomberg data. Hsu is hoping to nudge the company's bottom line into the black and ride out the slump. "We have the advantage of being able to keep our operating costs and debt levels low, which will help us survive in this market," he says. "We keep a very experienced senior management team for one, and we also save a lot by sourcing for second-hand parts from demolition yards in China when replacing parts for our ships."
Cutting losses
Its Singapore-listed peer Mercator is also trying to lower its running costs in order to survive. In 1Q2013, Mercator returned three Panamax vessels on long-term charter ahead of schedule. The ships were secured at the peak of the dry bulk cycle in 2007-08 at an average charter rate of US$25,000 a day. Spot Panamax rates are now hovering at US$10,000 a day, making the charters unprofitable for Mercator. As compensation for the early terminations, Mercator is paying its charterers US$29.4 million in cash and new Mercator shares.
During the quarter, Mercator also sold its 280,000 DWT Very Large Ore Carrier (VLOC) Sri Prem Putli to South Korean shipping company Polaris Shipping. At US$44.4 million, the sale price for the VLOC included an attached 14-year charter contract with Brazilian miner Vale to ship iron ore from Brazil to China, which was in its fifth year. Mercator had taken delivery of the vessel for US$85 million in 2009. Mercator now operates a fleet of 13 vessels of between 70,000 and 90,000 DWT.
Mercator is a subsidiary of Indian coal mining and logistics company Mercator Ltd, and specialises in the transport of coal to India from Australia and Indonesia. It also ships iron ore from India to countries such as China. In general, the company aims to have at least 60% of its fleet running on time charters ranging from 11 months to 12 years.
For 1Q2013, Mercator reported a 26% decline in revenue to US$108.7 million and a loss of US$78.4 million, versus earnings of US$7.1 million in 1Q2012. The losses included a non-recurring charge of US$23 million from the sale of Sri Prem Putli. "The Panamax segment suffered a striking decline in returns in 2012 as supply increased while demand failed to show much vigour, failing to absorb the influx of vessels into the already massive fleet," Drewry noted in its report. In 2013, the global Panamax fleet is expected to swell by 9%.
On the positive side, reducing its fleet enabled Mercator to strengthen its balance sheet. As at March 31, its gearing was 0.6 times, down from 0.74 times at end-2012. In the months ahead, the company aims to continue paying down its debt and improve its cash flow.
Some analysts see some reprieve around the corner for operators of Panamax vessels such as Mercator. In 1Q2013, demand for the vessels climbed 5% versus the previous quarter on higher grain cargoes. "With 2Q being the harvest season in many places, Panamax vessels will prosper from this trade in the coming quarter," notes Drewry. "[Meanwhile], coal is gradually becoming the most traded commodity in the dry bulk sector, and is taking the sector out of its current slump. Spare coal in the US for exports will continue to generate employment for coal-carrying bulkers, particularly Panamaxes."
Raymond Yap, an analyst at CIMB Research, also notes that Capesize spot rates have picked up in recent weeks. However, they are still below the estimated breakeven operational costs of around US$7,500 a day for such vessels. "Even by 2015, Capesize rates may not experience a full recovery due to the glut of ships," he says in a recent report.
Against this backdrop, small players in the bulk carrier sector such as Courage Marine and Mercator are likely to continue finding themselves at a significant disadvantage versus the heavyweights.
LOAD-DATE: May 28, 2013
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14 of 42 DOCUMENTS
The Edge Singapore
May 27, 2013
Corporate: Coca-Cola regroups in Malaysia, Singapore
BYLINE: Leu Siew Ying
LENGTH: 1591 words
The Coca-Cola Co's state-of-the-art bottling plant in Malaysia, built on a greenfield site amid rolling hills near the Kuala Lumpur International Airport, is so remote that visitors approaching it on the access road from the highway might think they are lost were it not for trucks emblazoned with its familiar red logo rumbling past.
Opened in 2011, within a year of the ground-breaking ceremony, graced by no less than Malaysia's Prime Minister Najib Razak, the facility has several green features, including a mechanism that harvests roof water and double-glazed walls and skylights that keep the factory floor cool and bright. The Malaysian facility now has four bottling lines in operation. It also has equipment to produce PET bottles and clean glass bottles returned by consumers. The 31-acre site that the plant occupies is large enough for two more bottling lines, and Coca-Cola has an option to purchase an adjacent 10-acre site for expansion in the future.
The bottling facility is part of a RM1 billion ($415 million) investment programme in Malaysia that Coca-Cola launched after it decided in 2009 to terminate a 75-year-old bottling arrangement with Fraser and Neave (F&N) and take charge of its own destiny in the region. "They have their brands and we have our brands. We wanted to bring our portfolio to life as we have done in other markets and we felt constrained [in] doing what we want to do," says Gill McLaren, Coca-Cola's general manager for Malaysia, Singapore and Brunei. "We feel we have relaunched Coke since we took it back."
Industry watchers say Coca-Cola's sales in Malaysia had been flat for some years, while sales at F&N had been growing steadily. One reason for this was, under its agreement with F&N, Coca-Cola could not introduce isotonic drinks and juices, which have been some of the fastest-growing segments of the beverage sector. On the other hand, F&N was not allowed to introduce colas or lime-based drinks. F&N was also prohibited from expanding into geo-graphical markets beyond its bottling agreement with Coca-Cola.
Coca-Cola maintains that the parting of ways with F&N was "very amicable". Industry watchers, however, say Coca-Cola's move did not go down well with F&N at first. "Initially, it was hostile," says an analyst, who declines to be named. F&N subsequently came to realise that breaking with Coca-Cola was inevitable, and the move could potentially open a whole range of opportunities for growth, he adds. "They worked out an agreement for each of them to introduce new products and grow new brands and get some market impact during a transition period while Coke built its plant and developed its own distribution channels."
After the 20-month transition period ended in September 2011, however, competition quickly heated up as the two parties tried to expand their market share with new products and aggressive price discounting. Coca-Cola pushed the sales of Fanta, a line of fruit-flavoured soft drinks; and brought its Aquarius isotonic drink to the market. On the other hand, F&N introduced Citrus, its answer to Coca-Cola's Sprite. F&N has also significantly expanded its range of Seasons drinks.
On the face of it, Coca-Cola does appear to have the upper hand in markets where it now competes with F&N. A multinational corporation with a market value of US$191.1 billion ($240 billion), Coca-Cola already has a formidable line-up of products, a powerful brand and buckets of cash to fund its bid for market share. Besides its RM1 billion investment programme in Malaysia, Coca-Cola also opened a $72 million concentrate plant in Singapore in 2011. "Our company saw amazing opportunities in Malaysia. We want to invest heavily. We want to move fast," says McLaren.
On the other hand, most of F&N's beverage businesses are housed under its Kuala Lumpur-listed unit, which has a market value of just RM6.5 billion. After the break-up with Coca-Cola, its earnings before interest and taxes margins fell to 8% from 15% the year before as a result of the loss of economies of scale and soaring marketing expenses, according to one analyst. Singapore-listed F&N, which includes a large property development business, has a market value of $13.2 billion.
Industry shake-up
F&N is a company in transition though. Last year, corporate entities linked to the family of the late rubber and banking baron Lee Kong Chian sold their controlling stake in F&N to Thai Beverage, the Singapore-listed unit of Thai billionaire Charoen Sirivadhanabhakdi's business empire. Charoen's companies have since raised their collective stake in F&N to 90.3%. In the process, F&N has sold its interest in Asia Pacific Breweries, which produces Tiger and Heineken beers, to its long-time partner Heineken International NV.
Even as Charoen was pursuing F&N Singapore, however, he was also dealing a blow to Coca-Cola's arch-rival PepsiCo in Thailand. Last year, Bangkok-listed Serm Suk ended a longstanding bottling deal with PepsiCo, which freed both parties from a non-compete agreement. Serm Suk, which is controlled by Charoen, immediately cut PepsiCo out of its distribution channels and began selling its brand of cola called "est" in the same bottles bearing a red, white and blue logo. Analysts say Charoen is now looking to consolidate his beverage businesses in order to extract efficiencies and synergies.
For its part, PepsiCo has opened a US$170 million bottling plant in Thailand, and has partnered with DHL to distribute its drinks in the country. However, PepsiCo as well as Coca-Cola are likely to eventually spin off the bottling operations they have just started and refocus on their brand development and marketing. Coca-Cola's interest in its new Malaysian bottling operation is currently held under its Bottling Investments Group, a division that nurses ailing bottlers and restores them before they are put out on the market again. AAD Equity, a private-equity fund linked to Malaysia's controversial former finance minister Daim Zainuddin, owns 5% of the Malaysian bottling unit, while Malaysia's armed forces fund Lembaga Tabung Angkatan Tentera holds a further 10%.
The expansion of these bottling businesses and their eventual divestment could significantly reshape the beverage sector in the region. "Everyone is trying to benefit from the improvement in consumer spending here. Last week, F&N said that Malaysia's per capita consumption of non-alcoholic ready-to-drink beverages is the lowest in the region. The market is growing all over the region because as income increases it is one of the first beneficiaries because [beverages] are small ticket items," says the analyst.
Coca-Cola's secret formula
Famous for jealously guarding the recipe of its eponymous fizzy drink that sells in just about every country in the world, Coca-Cola actually now sells some 3,500 beverage products under more than 500 brand names. Indeed, the secret formula that has really made Coca-Cola great is its ability to make global brands relevant to local markets. "We make sure the marketing is local. We are in 206 countries in the world. That's our success - to have a truly amazing brand that looks the same the world over but we have a local image by the way we invest and link with the local community. Our secret formula is getting that balance right," McLaren says.
One of its newest brands is Gold Peak, a line of iced teas. Since its launch in 2006, sales of the brand have grown by double-digits for 24 consecutive quarters and is rapidly on its way to becoming a billion-dollar brand, according to Coca-Cola. Its other billion-dollar brands include its Aquarius isotonic drinks, its Georgia coffee brand in Japan and its Minute Maid Pulpy juices. Then, there are Coca-Cola, Sprite and Fanta.
Unlike its rival PepsiCo, which has diversified into food, Coca Cola is set on remaining a beverage company. "What we have learnt from our experience is that we are a great beverage company and there are plenty of opportunities in beverages. We know what we are about. We want to focus on what we do best," says McLaren. Among the biggest growth opportunities for Coca-Cola now is in Asia, especially in frontier markets such as Myanmar and Laos. "People perceive us as a US company but the majority of growth is coming from outside the US. We are a truly international business," says McLaren. For 1Q2013, Coca-Cola reported volume growth of 3% in North America, and 5% growth in its international division.
With the growing importance of the Asian market to Coca-Cola, increasingly more of its products are being developed in the region. Case in point - the Heaven and Earth tea brand was created in Singapore for local consumers, but became so popular that it has also been launched in Malaysia. Minute Maid Pulpy was originally made for China, but is now sold in Singapore, Malaysia and other markets in the region. "We have innovation hubs all over the world, which create innovation in terms of new products that are locally relevant. It's not a top-down mandate to launch something but a blend of centrally created innovation that is part of our success," says McLaren.
Coca-Cola's US-listed shares are up 16.9% this year. They are currently trading at 19.7 times forward earnings, and offer a dividend yield of 2.6%. The company has raised its dividend for 51 consecutive years. Shares in PepsiCo are up 20.7% and are trading at 18.8 times earnings. Shares in Singapore-listed F&N, which has proposed a capital reduction that will distribute $3.28 per share to investors, are trading at 21.6 times earnings.
LOAD-DATE: May 28, 2013
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15 of 42 DOCUMENTS
The Edge Singapore
May 27, 2013
Opinion: Divided Europe in recession cuts back on glam and glitter of Eurovision pop fest
BYLINE: Compiled by Lim Yin Foong
LENGTH: 856 words
And so the glitzy and over-the-top spectacle that is the Eurovision Song Contest has come and gone for yet another year.
Held in Sweden on May 17, this year's Eurovision finals featured the usual mix of upbeat Europop songs, quirky folk tunes and power ballads, with the coveted prize going to Denmark's pop/folk singer-songwriter Emmelie de Forest.
By winning the 2013 Eurovision, Denmark also gains the honour of hosting next year's event. In today's cash-strapped Europe, however, this has become a dubious privilege, particularly given the notoriously expensive bill of putting up a good show for one of the world's most popular television broadcasts.
Oil-rich Azerbaijan was believed to have spent a whopping £60 million ($97 million) to host the 2012 Eurovision, while 2011's event in Dusseldorf, Germany, cost 46 million. The average spend of previous contests was about 25 million. Considering the hefty bill, one could almost believe the rumours of countries sending mediocre acts to avoid winning a competition that they could barely afford to host.
Thankfully for Denmark, however, its Scandinavian neighbour has decided to turn the tide by scaling back this year. Sweden has been lauded for hosting the "Austerity Eurovision" on a relatively modest budget of 15 million. The smaller scale of this year's contest was evident in the choice of venue; the Southern Swedish city of Malmo rather than the larger metropolis of Stockholm or Gothenburg.
This year's live audience in Malmo Arena numbered a more intimate 10,500 compared with the 38,000 who filled Copenhagen's Parken Stadium in 2001, reportedly the largest audience ever hosted by the Eurovision. And while there was no escaping the glitz and glamour, there was a distinct dearth of show-stopping special effects in this year's stripped-back stage productions.
Another obvious sign of the times - several countries, including Portugal, Bosnia-Herzegovina and Slovakia, opted not to participate in this year's Eurovision due to financial reasons. There were early concerns that crisis-stricken Greece, a regular Eurovision Top 10 contestant, would not be participating this year. Thankfully, a private music channel came to the rescue, enabling the troubled nation to be represented by an exuberant performance of the memorably titled song Alcohol is Free.
The Eurovision Song Contest was first mooted in 1956 to bring a sense of unity to post-war Europe. Yet, the 2013 Eurovision tagline "We are One" seems ironic, given the results of a recent YouGov EuroTrack survey. More than 50% of respondents - from France, Germany, Denmark, Norway, Sweden, Finland and the UK - do not believe that the music competition brings Europe closer together.
If anything, many of them, including 75% of British respondents, feel that some countries suffer unfairly from political voting and don't have a real chance of winning the contest, the survey found. The UK has performed dismally in the song competition over the past 14 years, with this year's contestant, 1980s songstress Bonnie Tyler, placing 19th out of 26 acts.
The winning Eurovision act is determined by the most votes from the professional juries as well as public viewers from participating countries. There is, however, one caveat - you cannot vote for your own country's act. As a result, culturally or politically sympathetic neighbouring countries have a tendency to vote for each other, leading to contentions of unfair political or bloc voting, as some countries are left out in the cold.
In the aftermath of this year's Eurovision, the Germans have blamed their poor performance - 21st place as it failed to receive any points from 34 of the 39 countries voting - on Chancellor Angela Merkel's strong stance on crisis-hit eurozone nations. Similarly, there were those who felt that the British act received no points at all in the 2003 Eurovision because of the UK's role in the Iraqi war, which began that year.
Indeed, the Eurovision controversies could be seen as a reflection of an increasingly fragmented Europe, where eurosceptism is growing not just in the UK but also on the continent. A recent study by the Pew Research Centre found greater cynicism with the "European project" among the French, with only 22% believing in the benefits of European economic integration compared with 26% of British respondents and 54% of Germans.
According to the European Union polling organisation Eurobarometer, public trust in the EU has fallen to historically low levels in the six biggest member countries of France, Germany, Italy, Spain, Poland and the UK. And confidence is unlikely to be restored by recent news that the eurozone has recorded its sixth consecutive quarter of economic contraction, marking its longest recession since the euro's launch in 1999.
As it now prepares to host next year's show, Denmark will no doubt note how different Europe - and the world - is today from when it last hosted the Eurovision Song Contest back in May 2001.
Lim Yin Foong was editor of Personal Money, a Malaysian personal finance magazine published by The Edge Communications, from 2001 to 2006. She is currently based in the UK.
LOAD-DATE: May 28, 2013
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16 of 42 DOCUMENTS
The Edge Singapore
May 27, 2013
Corporate:Kori Holdings eyes more rail work, mulls diversification
BYLINE: Jo-Ann Huang
LENGTH: 834 words
Hooi Yu Koh, the CEO of construction subcontractor Kori Holdings, is excited about his company's growth. After all, the Catalist company has eight ongoing projects on the Downtown Line Stages 2 and 3. The projects have boosted Kori's order book as at January to $72.6 million, which will translate into revenue for the company over the next one to two years. "We even had to expand our office to accommodate the higher headcount," Hooi tells The Edge Singapore.
Kori supplies and installs steel struts and steel decking, which are steel beams and structures built within tunnels for support. This allows activities above ground, such as traffic, to proceed without disruption. The company also supplies skilled engineers for main contractors who want to bore tunnels for roads, sewerage systems or underground railways. "This is a niche market and the players are few. In order to carry out these types of works, we need licensing and we need some skills which are very limited in the construction industry," says Hooi.
Kori has been involved in underground construction works since the 1980s. Along with competitors such as Yongnam Holdings, it hopes to ride on projects from the construction of the Downtown Line, expected to open in three phases starting from this year, and the upcoming Thomson Line, where its first phase is expected to open in 2019.
"For every line that has been announced by the LTA [Land Transport Authority], we have been able to secure about four out of the 12 to 15 contracts, so that will translate into about 25% in terms of total contracts available," Hooi explains. "We work closely with our clients and we build a good rapport with them. We have confidence that they will engage us if they were to secure contracts," he says. Its clients include Lum Chang Holdings, Shanghai Tunnel Engineering and Hock Lian Seng Infrastructure.
Besides projects in Singapore, which form the bulk of its business, Kori actively seeks out contracts in markets where it has completed key projects. For example, in 2009, it provided tunnelling works for the Pahang-Selangor Raw Water Transfer project in Malaysia, in a contract worth $1.1 million. From 2007 to 2009, it took on tunnelling works for the Dubai Metro Red Line in a contract worth $4 million.
Hooi points out that the Malaysian government is spending more than RM230 billion ($95.4 billion) for infrastructure works, with 60% of the funds being allocated for projects from 2011 to 2015. Kori says it is already negotiating for contracts for the Klang Valley MRT Project, a train network that serves the metropolitan Kuala Lumpur areas and the city's outskirts. The first line to be approved for implementation is the 51km MRT Sungai Buloh-Kajang Line, which has 31 stations and is expected to serve a population of 1.2 million in the rail corridor. Kori also intends to bid for projects for the Japanese-funded MRT Jakarta, a planned train network with lines stretching more than 110km.
Kori went public last December, raising $4.4 million in net proceeds for its expansion at a listing price of 25 cents a share. The company, founded by its Japanese chairman Nobuaki Kori, used $3 million of the net proceeds to buy more steel structures and tunnelling equipment. Kori intends to provide the tunnelling equipment to contractors, in addition to supplying skilled tunnelling personnel, according to its latest annual report. Another $1 million will be used to purchase a new storage yard in Iskandar Malaysia, replacing its storage yard in Marina Grove, whose lease expires in 2013. The new yard will also act as a fabrication facility for its large steel structures.
Hooi says moving the yard to Iskandar will help Kori mitigate the rise in costs stemming from the tight Singapore labour market. Higher levies and a smaller quota of foreign workers are already weighing on its labour-intensive business, he adds.
Another way to boost efficiency is to cross-train Kori's employees over both disciplines of tunnelling works and strutting. "We can fine-tune our operations by cross-training our workers so [that] there will be a reduction in downtime. If there is less strutting work for a period of time, we will transfer them to tunnelling operations," Hooi says.
Like many of its construction peers, Kori is considering a diversification into property development. "Property is in a way, tied to construction. And all construction firms dream of doing property development in the future," says Hooi. "That is part of our dream too, but it's a little too early to say. We need a lot of cash for property development and it's not for everyone, especially smaller players like us. So, it will take some time."
For its FY2012 ended December, Kori posted $52.9 million in revenue, up 53% from a year ago. Earnings posted were 31% higher at $7.87 million. Kori has a market capitalisation of $37.7 million. The stock closed at 38 cents as at May 22, or about 3.8 times FY2012 earnings. In comparison, Yongnam is trading at 6.9 times FY2012 earnings.
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