Tony Pua Barua Haram : Persoal Isu Kapal

Isu : Pembelian kapal yang didakwa 870 peratus lebih mahal oleh setiausaha publisiti DAP laknatullah, Tony Pua.

Tony Pua gagal membezakan jenis kapal yang ingin dibina (bukan dibeli) oleh TLDM. Menurut Tony Pua, dia merujuk kepada pembelian 6 biji kapal peronda pesisir pantai atau dalam Bahasa Inggerisnya ‘Offshore Patrol Vessels (OPV)’, sedangkan TLDM ingin membina di Malaysia ialah 6 biji kapal LCS. Tengok gambaq OPV tu. TONY PUA KENCING RAKYAT MALAYSIA!

“The Royal Malaysian Navy intends to purchase much smaller ships that they call littoral combat ships”. Laa, kapal ni la depa dok kecoh. TONY Pua habaq bot peronda yang tu bahasa pasaq la, bahasa Inggeris dia LCS. Harga market kapal ni ialah USD437 juta,wow! Kalau Najib cakap dalam RM1billion sebuah, maknanya Najib dapat diskaun laa.

Tony Pua ingat semua orang bodoh macam dia ke? Lu boleh tipu ramai orang, bukan semua orang, apek.

Ni sampel LCS yang Malaysia kecoh nak beli ni, seketul USD437 juta tu geng. Kapal jenis ni memang pisang panas ni, Eropah mau, Israel mau, China mau, Arab Saudi pun mau. US pun duk re-invent Navy dan replace banyak jenis versi/kapal dengan hanya satu versi, iaitu LCS.

The concept behind the littoral combat ship, as described by former Secretary of the Navy Gordon R. England, is to "create a small, fast, maneuverable and relatively inexpensive member of the DD(X) family of ships." The ship is easy to reconfigure for different roles, including anti-submarine warfare, mine countermeasures, anti-surface warfare, intelligence, surveillance and reconnaissance, homeland defense, maritime intercept, special operations, and logistics. Due to its modular design, the LCS will be able to replace slower, more specialized ships such as minesweepers and larger assault ships.

So kita save kos la nanti masa depan, sebab kelas LCS ni macam2 boleh buat. 

Ni video pasai LCS yang kecoh2 tu. Kapal macam ni memang adalah masa hadapan Navy di dunia, bukan setakat Battle Flexibility. Tapi long term cost saving, hangpa semua dengaq part yang last sekali pasai cost saving, yang tu kita minat nak dengaq. Tang pertahanan tu, part kita punya MOD pikiaq la :D

“The LCS is likely to live out its 20 year lifecycle, because without built-in combat technologies, the ship wont become obsolete quickly”

Hangpa pernah tengok tak gambaq James Bond – “Tomorrow Never Dies”? Ingat kapai stealth tu tak? Nilah dia versi reality dia. Ni sampel gambaq versi LCS. Nampak macam stealth sikit, steady ek, bukan OPV yang Tony Pua kencing tu.

 LCS ini diperkenalkan di US pada 2001, tujuan utama NAK JIMATKAN LIFE CYCLE KOS Navy US dan pada masa yang sama nak maintain/majukan performance yang sedia ada. Sebab ekonomi tak menentu, dengan maintenance banyak jenis kapal, fuel consumption, macam2. Memang initial cost dia tinggi, sebab teknologi baru beb, tapi dari upkeep cost, dari segi overall Navy, cost boleh jimat sebab LCS ni boleh ganti banyak jenis kapal. LCS ni multi role dan fuel consumption dia tak tinggi berbanding dengan destroyer lain2. Macam beli Toyota PRIUS la, memangla mahal, seketul tak salah aku USD 28k (takde duti import ok). Tapi dari segi consumption, maintenance dan life cycle boleh save :D

LCS ni masih dalam proses adjustment sampai konsep dia sempurna, dan dalam 10 tahun (2001 – 2010) punya progress dan adjustment, dia bagus untuk jimatkan life cycle cost. LCS ni adalah “future”

“The ship may also be used anti-piracy and humanitarian missions, Lemmo said. The LCS is likely to live out its 20 year lifecycle. Lemmo believes, because without built-in combat technologies, the ship wont become obsolete quickly”

 http://www.federalnewsradio.com/?nid=15&sid=2221393

Memang ada kapal lagi murah, macam kelas corvette, mine sweeper, anti sub warship dll kelas. Tapi versi LCS ni konsep dia nak ambil alih tugas2 yang dibuat oleh 2 atau 3 jenis kapal versi/kelas lain sekali gus, so maknanya kita akan jadi lebih kos efektif la sikit. Tak payah beli banyak jenis kapal untuk buat satu jenis kerja.

Aku pun awal2 heran apsai bot peronda mahai sangat, rupanya kapai jenis LCS (Littoral Combat Ship), yelah bahasa pasar org panggil bot peronda zaman moden, pandai Tony Phua kencing. LCS ni seketui memang dalam USD 437 juta ke USD 440 juta.

Point aku sekarang, bukan sebab nak promo LCS (Littotal Combat Ship), tapi kenapa Tony Pua MENIPU rakyat Malaysia?? Dia kata Malaysia nak beli OPV (Offshore Patrol Vessels), padahal Malaysia dah bagitau LCS. Kuat sangat menipu tu, kuranglaa sikit.

http://en.wikipedia.org/wiki/Littoral_combat_ship

Baca juga -  TLDM akan saman Tony Pua

Tun Daim - ICB Seeking Out Opportunities

ICB Global Management replies to queries by Malaysian Business.

THE International Commercial Bank Group (ICB), with a string of banks in Eastern Europe and Africa, has come a long way since its first bank was set up in the Czech Republic in 1993. But its acquisition of PT Bank Bumiputera in Indonesia marks its entry into the big league of international banking. 

With the successful penetration of the Indonesian market, the group looks set to expand beyond the non-traditional financial markets into Southeast Asia or where it sees opportunities for growth. Harith Harun, general manager of ICB Global Management Sdn Bhd, has been tasked with the job of ensuring that plans are being put in place, in line with ICB’s aim of being identified as a key player in the emerging markets.

ICB founder Tun Daim Zainuddin has declined a request by Malaysian Business for an interview. However, we caught up with Harith to get some insights into the group’s operations.

Harith, 49, started his banking career in 1981 at United Malayan Banking Corporation and remained with the bank until 1993. In 1994, he joined the ICB Group to set up ICB Budapest.

Harith was general manager of the bank for three years, after which he came back to Malaysia to establish ICB banks in other countries. Following are excerpts of the interview:  

Eastern Europe and Africa are not exactly the traditional financial centres. Except for the global European and United States banks, none of the Malaysian or regional banks are in these countries. What do you see that others don’t? 

Our focus has always been on the emerging markets. These markets provide relatively greater opportunities for growth in the long-term. We entered the Eastern European market (Hungary and the Czech Republic) in 1993, at the early stage of the political and economic transition of countries in the region following the collapse of the Soviet Union. 

The transition from a closed, centrally planned economy to a market ‘western-modelled’ economy had opened up new opportunities to foreign investors in all fields. The establishment of banks, particularly foreign banks, was very much welcomed by the various governments, not only to provide the much-needed funds to rebuild the economy but also as a way to modernise the old banking system, which hitherto was controlled by the state.

We went to Africa in 1996, at a time when our government was actively encouraging Malaysian companies and businessmen to invest in Africa - in line with the policy on South-South Cooperation. Petronas and Telekom Malaysia are among the companies that have established a strong presence on the continent. In the banking sector, there was a big scope, and there still is, for new banks to set up operations.

With the rise in education and income level, customers are demanding wider, more sophisticated and efficient banking services. You will be surprised that even basic banking needs such as housing loans are not easily available in some of these countries. Here is where Malaysian bankers can impart their experience and skills to develop suitable and attractive products to meet the customers’ needs.

Does ICB have what it takes to succeed in these markets?

We have been in these markets for 10 years now and have acquired a fairly good knowledge of the local business conditions and practices. We have invested substantially in people and systems. Our customer base is growing every year. Each country is different and as such ICB strives to ensure tailor-made and differentiated products to suit customer needs. We want to be identified as a progressive bank, and committed towards excellence in the provision of banking services to our customers.

Where and what will be the thrust of ICB’s expansion plan?

The thrust of our expansion will be in Africa. We will be commencing operations in Sierra Leone this month; and the next, in The Gambia, is planned for November this year.

We expect to receive approval of banking licences in three other countries in Africa later this year.?

What are the priority areas of focus at present?

Our group recognises that the key to penetrating the emerging markets is to focus on capacity building. In this respect, we have dedicated substantial investments to ensure that the best people are employed; the operating systems are technologically superior; proven systems and methods are implemented consistent with best practices; strong internal controls are entrenched; and proactive risk management is implemented and respected.

 Which market is the most profitable for the group?

It is difficult to compare the financial performance of our banks in the two markets as the various banks are at different stages of growth. Further, the banking environment is different not only between the two markets but also among countries in the same market.?Having said that, based on the performance of the group in recent years, we see that growth will be more significant from our African operations.

What has ICB’s financial performance been like over the past three years?

We are unable to provide the figures on group basis as the accounts of the various banks are not consolidated.?Overall, growth in assets, revenue and income has been within expectations. Total assets have grown at an average rate of 60% a year. ROE of the respective banks on average ranged from 5%-20% over the past three years.

What has contributed to the growth?

A significant portion of the growth was contributed by lending activities. Our target segments are the middle market, SMEs and the consumers. Trade finance business is also growing rapidly. It has to be noted that the loan growth was funded entirely by customers’ deposits. Hence, the substantial increase in deposits indicates that the public has confidence in us.  

ICB recently spread its wings to Indonesia. How important is the market to the group? Is it the start of similar investments in Southeast Asia?

Indonesia is an important market for us. The country has gradually recovered from the Asian financial crisis, and has enjoyed political and economic stability in the last few years. GDP has rebounded to pre-crisis level. Over the next three years, GDP is forecast to grow at 4%-5% a year.

The banking sector is cleaner and leaner now following a spate of mergers and consolidation. We see tremendous potential in the banking sector considering the huge market. Indonesia is our first investment in Southeast Asia. We however are not limiting our expansion to Southeast Asia but are also looking for opportunities in other parts of Asia.

There is a view that the sale of Langkah Bahagia’s stake in Malaysian Plantations marks Daim’s exit from the local banking sector so as to concentrate on ICB’s operations overseas. Is this true?

Langkah Bahagia is not part of ICB and Daim sold his interest a long time ago.  

How would you describe your partnership with Temasek Holdings?

A good partner to have.

( This article appeared in the September 2004 issue of Malaysian Business magazine. )

Laluan Perdagangan Kapal2 Dagang yang Singgah di Malaysia

Isu :  Carta trip kapal yang menunjukkan berlakunya aktiviti perdagangan antara Malaysia dan Israel

Imej ini menunjukkan 1 trip pusingan mengikut Laluan Dagangan Asia (Asia Trade Lane). Ia bermula dari Port Rotterdam dan berakhir di Port Yokohama. Kapal besar lebih 4000 TEU akan mampu buat full trip. Kalau lagi kecil akan buat half trip je, tengok orderlah. Daripada gambar2 ni semua, kapal2 di dunia yang bermula dari dan melalui Suez akan berlabuh / pit stop  di Port Israel, samada di Ashdod atau Haifa, atau Mesir. Selepas dari Suez, mereka akan terus ke Selat Melaka dan berlabuh/ pit stop di Port Klang atau Port Johor sebab dua tempat ni favorite. Maklumlah, Port Singapore selalu pack. Dan kemudian depa akan ke Jepun atau China. Dan laluan akan berpatah balik dari Yokohama ke Rotterdam. Ini basic laluan kapal perdagangan. So kalau nak stop kapal dagang sebab depa ada saham Yahudi atau sebab dia stop kat Haifa (Israel), baik kita tutup je pelabuhan kita. Sebab Port Haifa adalah sebahagian daripada Asia Trade Lane.

Kalau kita beli barang secara pukal dari Eropah, kapal yang diupah oleh pedagang Eropah untuk hantar barang kita tu akan stop kat Haifa/Ashdod, iaitu sebahagian stop diorang, samada untuk bunkering atau turunkan barangan Eropah kepada Israel. Kena ingat, kapal2 ni takkan bawak barang kita je, barang orang lain pun mereka bawak sama. Selesai di Suez, mereka shoot ke Port Klang untuk hantar barang kita yang dikirim dari Eropah. Macam tulah sequencenya.

Carta ni tunjuk satu trip je, bukan full round trip pun. Kapal tu laluan dia ada kat Shanghai, Antwerp, Moscow dll. Tak semestinya kat Haifa/Ashdod kapal tu kosong. Selalunya trip ke asia, diorang bawak barang dari Eropah/Amerika,

Lalu kat Suez, lepas tu bunker Ashdod, lepas tu gerak ke Selat Melaka, isi minyak lagi. Lepas tu ke Australia dan lepas tu ke China la. Dan akhirnya pi Amerika balik, pusing balik. Selalunya itulah full round trip diorang, port tu port, bunkering dll.

Hampir semua barangan yang datang direct dari US, Eropah yang ada kat Malaysia ni, kapal2 pengangkut lalu melalui Suez dan stop di Haifa/Ashdod Israel. Itu pasal aku habaq, di pelabuhan Malaysia, kapal2 yang tak stop di Israel yang nak ke US/Eropah, kapal Malaysia je macam Petronas, Felda, dan MISC.

Carta ni satu trip je. Kalau nak cari data full round trip, boleh cari kat marine traffic, data tu yang akan mengantoikan PKR. Hahaha …

Kalau business kapal buat 1 trip je, bankrap la. Sewa kapal dah berapa, RM10? Gaji Kapten Kapal RM5? Kena buat full trip, paling haram half trip. Baru balik modal. Link ini menunjukkan satu kitaran full trip  Laluan Dagangan Asia, di mana pelabuhan Israel adalah sebahagian daripada perhentian utama kapal2 dagang di dunia antara Eropah ke Asia.

 Puak2 PR memang cuba kelentong orang2 yang tak berapa tahu dengan tunjuk 1 trip je dari Port Klang ke Haifa. Aku simple je, kalau trip travel dalam masa 14 hari hantar barang Malaysia je ke Israel, tinggal seluar dalam laa owner kapal tu. Depa duk ingat kos kapal kontena ni harga RM10/sehari kot? Tak logikla, mesti 1 full round trip, kena banyak stop untuk transit barang.

Kapal yang berlabuh di Port Klang, yang tak stop kat Israel jika mahu ke Eropah hanyalah kapal milik Malaysia je. Kapal2 Malaysia akan stop di Saudi atau Yemen atau Mesir selalunya, dan terus ke Eropah melalui Suez.

 “Kapal Israel singgah, tiada urusan”

WARTAWAN SINAR HARIAN
22 Februari 2012

SHAH ALAM – Westports Malaysia menyangkal dakwaan ada kapal dari Israel berlabuh di Pelabuhan Klang dan menjalankan urus niaga dengan negara ini.

Ketua Korporatnya, Mejar (B) Manisegaran berkata, Westports tidak pernah beri lampu hijau kepada kapal didaftarkan di Israel untuk berlabuh.

Menurutnya, ada kapal dari Israel singgah, tetapi tidak berlabuh kerana gagal mendapat kebenaran kerajaan.

“Memang ada, tetapi hanya untuk singgah. Mereka tidak dibenarkan menetap dan anak kapal pula dilarang menjejak kaki ke darat, jauh sekali kita melakukan urusan perniagaan dengan kapal itu.

“Seperti dakwaan pihak tertentu (Jingga 13) yang kami menerima kapal dari syarikat Zim Integrated Shipping Service Ltd, pada 16 Februari tahun lalu, iaitu datang secara langsung dari Ashdod Israel, memang ada, tetapi mereka singgah sahaja,” katanya kepada Sinar Harian.

Menurutnya, Westports tidak mempunyai kuasa untuk ‘mengganggu’ kapal berkenaan, namun mereka mesti menurunkan bendera Israel jika berada di perairan negara.

“Westports tidak boleh sesuka hati menahan atau menghalau mereka daripada singgah di perairan negara. Begitu juga kapal Zim Integrated hanya singgah di pelabuhan dan anak kapal juga tidak turun ke darat,” katanya.

Ditanya sama ada Westport mempunyai kuasa untuk tidak membenarkan kapal berkenaan walaupun singgah di negara ini, Manisegaran berkata, tidak ada peruntukan undang-undang membenarkan pihaknya menghalau kapal yang sekadar singgah sebelum meneruskan perjalanan ke negara lain.

“Kapal itu bukan terus dari Israel dan menuju terus ke Malaysia, sebaliknya singgah di beberapa pelabuhan sebelum ke destinasi seterusnya. Perkara ini berlaku di mana-mana negara di dunia kerana setiap pelabuhan menjalankan fungsi sebagai transit atau dikenali persinggahan.

“Kita tidak pernah langgar dasar kerajaan yang melarang sebarang bentuk perhubungan dengan Israel. Apa pun, andai kata ada barangan Israel dikesan cuba dibawa ke negara ini, kami tidak akan membenarkan kontena itu turun,” katanya.

Manisegaran turut menyangkal dakwaan sebuah portal mengenai pihaknya ada akses dengan Israel secara langsung.

Katanya, itu semua tidak benar kerana negara ini tidak pernah ada urusan diplomatik dengan Israel.

 http://www.sinarharian.com.my/nasional/kapal-israel-singgah-tiada-urusan-1.25794