Linkages between sectors
that support the development of the national shipbuilding industry is
important, given the fact that in the country, there is already a good market
in the development of the national shipping industry. After the inauguration of
the management of the Indonesian Shipbuilding and Offshore Companies Association
(IPERINDO) in Jakarta, on Monday (June 16), Deputy Minister of Industry, Alex
S.W Retraubun, stated that based on the information obtained, so far the shipbuilding
industry has grown and flourished without being facilitated by government
policy.
“Therefore, if among all of the relevant ministries,
there is a uniformed policy synergy, then the industry will grow more
optimally. Moreover, they see an opportunity for growth of the national
shipbuilding industry, with market potential which already exists. Supported by
the birth of the cabotage principle as stipulate in Presidential Decree No.
5/2005 on National Shipping Industry Empowerment, it has increased the number
of national fleets. In 2005, the number of Indonesian-flagged vessels reached
6,041 units. After nine years, the number increased to 13 thousand units. This
affects the development of the national shipping industry”, he said,
accompanied by the Director General of High Technology-Based Leading Industries
of the Ministry of Industry, Budi Darmadi.
One thing complained by the national shipping industry,
particularly by Chairman of IPERINDO for the period of 2014 – 2018, Eddy
Kurniawan Logam, is about import duty barriers. According to him, the import of
ship components is still imposed with 10% VAT, and there are also a number of
components which when they entered Indonesia, are subjected to import duties of
5%-12.5%. “This problem makes the Indonesian ship building products of
Singapore, Malaysia, and China. Additionally, high bank lending rates,
especially those who considered that the shipping industry is not bankable,
makes this industry not regarded as a prima donna industry in Indonesia.
In fact, the shipping business is so attractive to be
finances by the banks. Supposedly, even through it takes more than six months
to build a new ship, but when the ship was completed, it is immediately handed
over to the shipping company. If the ship can be divested, than it is a great
opportunity for the banks. Thus, the income will be felt in the next 7-8
months. Shipbuilding industry is a long-term industry.
This is different from other industries, which quickly
get a Return on Investment (ROI). By looking at the previous ROI, the
government should create a conducive business climate. Because building a ship
in the country not only requires long investment and large capital, but the
licensing is a bit difficult. We will ask the government to review the policy
on the imposition of import duty and VAT. Government was asked to not only see
these policies in a short term, or not only see the decrease of revenue this
year alone, but rather should view its long-term effect.”
As an illustration, the current installed capacity of the
national shipyard industry to accommodate ships docking activities is only 12
million DWT per year, so there is a shortage of 1.5 million DWT docking
facilities per year. With a shortage of 1.5 million DWT, there is an
opportunity for new investors to invest in the shipbuilding industry.
In addition to dock repair activities, the main activity
of the shipbuilding industry is the building of new ships and offshore
construction. The installed capacity of the shipbuilding industry in the field
of new ship building today is 900 thousand DWT per year and offshore
construction at 25 thousand tons per year. Occupancy for new building activity
is still about 50% - 60% of the installed capacity, while occupancy for dock
repair is an average of 95%. (E)
Business News - June 20, 2014
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