What's new

China-Sri Lanka Cooperation: News & Discussions

I am not sure about the unwritten clauses. Hence I gave it to Pakistan, because in my limited real life experience, the ability of the chinese to influence your decision makers is limited while pakistan can practically buy off the polit bureau or whatever they call it in China. Happy?

I am not denying there will not be positive impact of CPEC. Its just that the chinese seem to be supporting policies of smaller states that isolate them and then the chinese come in for the kill, as there is no competition.

Their support for pakistani terrorists or rajpakse policies or their lucrative deals in burma show a pattern.
Again, snide statements that are irrelevant to the actual issue of Chinese(or any external influence) in Pakistan.

The Chinese seem to be, emphasis on seem until we have empirical evidence that it is so or it turns out to be just your angst due to your nationality and upbringing(education , environment + exposure). No different than the "deeper than oceans" narrative in its reliance on opinion and perception rather than actual evidence.

I would, if the magnum condom manufacturer loans the small dick guy money to buy the magnum condom, knowing fully well that his customer has a small dick and the condom will just fall off and ergo be useless.
That due diligence is the responsibility of the phallus owner and not the seller of protection.
If you are stupid or corrupt enough to be swindled, then you deserve it.
 
Again, snide statements that are irrelevant to the actual issue of Chinese(or any external influence) in Pakistan.

The Chinese seem to be, emphasis on seem until we have empirical evidence that it is so or it turns out to be just your angst due to your nationality and upbringing(education , environment + exposure). No different than the "deeper than oceans" narrative in its reliance on opinion and perception rather than actual evidence.


That due diligence is the responsibility of the phallus owner and not the seller of protection.
If you are stupid or corrupt enough to be swindled, then you deserve it.

Stupid or corrput enough then you deserve it.

Ok we finally have common ground.
 
Stupid or corrput enough then you deserve it.

Ok we finally have common ground.
Good, because that common ground also applies to other ideals. If you are stupid and unethical enough to only believe in your version of the truth and nothing else; only investigate avenues that support your side of the argument and nothing else, then clearly you defy logic and are corrupt to use it as an ideal.
 
One thing I hate to say is that when China was weak and poor we also leased out a sleepy fishing village called Hong Kong and Macao to UK and Portugal for 97 years and 99 years, we may have lost some fish during those years but what we got back are a global financial center and a city with the high per capita income in the world.
 
Sri Lanka is too nearby off India coast. Mumbay, Chennai ports attract most ships and goods to their service area. If the Sri Lanka port can't build up a comprehensive industry, service, tour and financial center / free zone, it's very hard for them to compete with India strength.


Columbo ranks #30 in the world (4.91 million TEU; 2014), and #1 largest in the South Asia.

2014 largest ports.png


Shipping is an international business, it will be beneficial if ports are run by multi-nationals which conducts global business across the whole value chain (logistics, shipping, port management, etc.). In that sense, companies like COSCO, China Merchants, Hutchison Whampoa, definitely can help.

For example, Cosco Pacific operates in Antwerp-Belgium, Suez, Singapore, Piraeus-Greece; China Merchants Holdings International operates in Nigeria, Colombo, Togo, Djibouti, Tanzania; China Shipping Terminal operates in Zeebrugge-Belgium, Seattle, Los Angeles); Hutchison Whampoa (Hong Kong), has long operated a global network of ports from UK to Panama Canal; And a long list of others
 
Last edited:
The moment you loose the manufacturing edge because of aging population, the trade activity decreases.

China is behaving like a loan shark, forcing poor governments to sell their assets. They are making sure the conditions are favourable for them to take over the ports.

How can China possibly force poor governments to sell their assets? If there is one country that is extra sensitive about non-interventionism, that would be China -- to the degree that the West actually blames China for not minding the internal conditions of the loan-aid receiving countries.

Those countries, small or big, always have other places to go such as the ADB or World Bank.

They may also sign up for an IMF loan. Nobody holds them down. If they find India a better option, they can easily shut China down and go to India to borrow.

If China was able to force poor governments so easily, India would fall prey to it in the first place because India is one of the poorest governments with development under sub-Saharan levels.
 
Last edited:
hahahha do you know that the World's biggest ports by cargo tonnage are mostly Chinese-managed ports?

Rank Port Country Measure 2014 kiloton[1] 2013 kiloton[2] 2012 kiloton[3]
1 Shanghai
23px-Flag_of_the_People%27s_Republic_of_China.svg.png
China MT 678,376 696,985 644,659
2 Singapore
23px-Flag_of_Singapore.svg.png
Singapore FT 581,268 560,888 538,012
3 Guangzhou
23px-Flag_of_the_People%27s_Republic_of_China.svg.png
China MT 500,975 472,760 438,000
4 Qingdao
23px-Flag_of_the_People%27s_Republic_of_China.svg.png
China MT 465,055 450,111 407,340
5 Port Hedland
23px-Flag_of_Australia.svg.png
Australia MT 446,922 488,000 288,443
6 Tianjin
23px-Flag_of_the_People%27s_Republic_of_China.svg.png
China MT 445,780 477,399 477,000
7 Rotterdam
23px-Flag_of_the_Netherlands.svg.png
Netherlands MT 444,733 440,464 441,527
8 Ningbo
23px-Flag_of_the_People%27s_Republic_of_China.svg.png
China MT 429,912 399,250 364,612



you cant teach a man how to fish, if he has no interest in learning how to at all. Instead he would rather gobble up that single big fat fish that he had to fullfill his hunger.

Just watch how this hambantota is going to make a drastic u-turn in its fortunes once it's in Chinese-style management.

I dare say the money from the Chinese investments got diverted into personal pockets instead of legal projects and infrastructure building. Looks like Chinese investors are still experiencing exactly what Zhenghe had seen over 500 years ago when he reached sri lanka


China has the leading port tech (ZPMC alone dominates 80% of world port equipment), huge building capacity, and rich operational experience that can't be matched. In terms of operation, Singapore PSA leads the world, while China (Mainland, HK, Taiwan) has 5 of world's top 10 most powerful operators, see Lloyd's List:

Top 100 port players ranked by container throughput - Lloyd's List

Tan Chong Meng, PSA International, Singapore

IT HAS been another year of "steady as she goes" for PSA International as the state-backed port giant continued to make technical adjustments to its portfolio to meet the needs of shipping line alliances and larger vessels. In terms of developments, chief executive Tan Chong Meng has overseen the opening of the LYG-PSA Container Terminal in Lianyungang, which has a full-build-out design capacity of 2.8m teu. This is the operator's first foray into the Yangtze River Delta region. This year, it was also awarded the concession to develop and operate a new terminal in Jawaharlal Nehru and work started on its Mersin expansion project.

Eric Ip, Hutchison Port Holdings, China Hong Kong

ERIC Ip took over as managing director of Hutchison Port Holdings from John Meredith in January. Last year the port company maintained its position as the number one global container terminal operator by total volumes with 78.3m teu handled in 2013. In terms of developments over the last year, HPH Management sold the bulk of HPH Trust’s stake in Hong Kong’s Terminal 8 in March for $319m to China’s Cosco Pacific and China Shipping Terminal Development. In June Hutchison Port Holdings subsidiary Barcelona Europe South Terminal held a ground-breaking ceremony for the next phase of its development.

Kim Fejfer, APM Terminals, Netherlands
KIM Fejfer-led APM Terminals maintained its position as the world’s second-busiest terminal operator in terms of total throughput last year as its facilities handled 68m teu. In the first nine months of 2014, APM Terminals, following broad growth across its portfolio of terminals, saw volumes jump 7% from 27m teu to 28.9m teu. In the third quarter, the port operator completed the sale of the 100% share of APM Terminals Virginia in the US and a 50% share in Terminal Porte Océane, Le Havre, France, for a combined gain of $359m. Additions to the network came mainly from the acquisition of NCC Group by Global Ports Investments, in which APMT has a 37.5% stake, in Russia during 2013 and completion of the jointly owned Brasil Terminal Portuario in Santos. Next year, APMT will benefit from the first full year of operations at hi-tech Maasvlakte II in Rotterdam.

Mohammed Sharaf, DP World, UAE
LAST year, Mohammed Sharaf oversaw the addition of 1m teu to DP World's flagship Jebel Ali terminal and opened the 1.6m teu London Gateway facility and phase one of the 1m teu Embraport terminal in Brazil. This year DP World has opened the 4m teu Terminal 3 development at Jebel Ali and a new automated terminal in Brisbane. It has also announced plans for the $2.6bn acquisition of Jebel Ali Free Zone assets. Next year will mark the start of operations at Rotterdam World Gateway, which it will run in partnership with Mitsui OSK Lines, Hyundai Merchant Marine, APL and CMA CGM.

Fu Yuning, China Merchants, China
CHINA Merchants has been aggressively expanding its ports portfolio in recent years and further growth is expected in the future. Its early 2013 purchase of a 49% stake in Terminal Link, the CMA CGM port-management arm, for $534.8m has propelled China Merchants into the top five port players by equity throughput last year. In 2014 it continued its overseas expansion by co-investing $601m with a major mainland construction company in a second phase of port development in Sri Lanka. It also announced plans to issue up to HK$15.4bn ($2bn) worth of mandatory convertible securities to shareholders, in a bid to fortify its balance sheet for future acquisition and development.

Li Yunpeng, Cosco Pacific, China
COSCO Pacific, the Hong Kong-listed port arm of Chinese state giant Cosco Group, is looking at further expansion opportunities in China and other countries after purchases of stakes in two terminals earlier this year. While not ruling out expansion in developed nations, where it has enjoyed strong throughput growth this year, the company will focus more on terminals in emerging economies for their growth prospects. Having completed deals for 40% of Hong Kong-based Asia Container Terminals (Terminal 8 West) and 25% of an iron ore terminal in Dongjiakou, two transactions totalling $269.7m, Cosco Pacific still held cash reserves of $929.2m as of end-June. In early December, it also signed a deal to develop a new terminal in addition to existing facilities in Piraeus.

Vikram Sharma, TIL, Luxemburg
IN TERMS of new terminal investments it has been a quiet year for the Mediterranean Shipping Co majority-owned Terminal Investment Limited after Infrastructure Partners took a 35% stake in the company for just over $1.9bn in 2013. The only announcement of note is TIL’s investment in a 29% share in APM Terminals Callao. The deal appears to make sense as MSC is the port’s largest customer. It is also reported to be one of the bidders to build and operate terminals at soon-to-be-privatised Haifa and Ashdod in Israel. In May the operator was also given permission to re-organise operations at Antwerp. It will take a stake in a new company, PSA DGD, which will operate a terminal at Deurganck Dock that will provide improved access to the largest vessels. The terminal operator also hit the headlines this year when a dispute over calls of non-MSC vessels at its terminal in Valencia spilled out into the press.

Fang Meng, China Shipping Terminal Development, China
OVER the last few years, the China Shipping-owned terminal operator has faced the same issues that many shipping company-owned port businesses face; the parent company is looking to sell assets to reduce debts. In 2013 it sold a majority stake in strategically located Lianyungang port to PSA for around $120m and disposed of terminal assets to a Hong Kong affiliate for a $142m gain. However, this could well be the end of its terminal divestment and this year it expanded its footprint when China Shipping Terminal Development bought a 20% stake in Hong Kong’s Terminal 8 West.

Chang Yung-fa, Evergreen, China Taiwan
THE main development for Evergreen’s terminal business over the past year has been Evergreen Line’s decision to axe calls at its Taranto facility. The shipping line said the decision to cut calls to the port was part of a contingency plan it had implemented while the Port of Taranto Authority dredges the port’s harbour to allow larger vessels to call at the port in the future. Evergreen’s box terminals are mostly designed to support its liner activities. In total, it operates four transhipment hubs, comprising two domestic stakes in Tai Chung and Kaohsiung, and oversees interests in Colon and Taranto. It remains to be seen whether Evergreen’s fleet expansion plans will be matched by investment in container terminals over the coming years.

Tai Soo Suk, Hanjin, South Korea
TAI Soo Suk took over as president and chief executive of Hanjin Shipping in March and is faced with the challenge of trying to deleverage the company and return it to profitability. This challenge is being met through a syndicated loan, by rolling existing loans and asset sales. Hanjin, which aimed to earn Won600bn ($542.7m) from liquidation of non-core business, has so far made Won309.5bn from selling controlling stakes in 29 bulk carriers and seven liquefied natural gas tankers. But the carrier also plans to make Won300bn from sales of shares in terminals, and is to divest from a terminal in Algeciras, Spain.
Last but not least, China has a variety of well-funded financial institutions that can invest. In port business, China is full-package partner.
 
Last edited:
i can see the reason why indian posters are here in this thread- they should be concerned of a Chinese-managed port right in their own backyard
The moment you loose the manufacturing edge because of aging population, the trade activity decreases.

China is behaving like a loan shark, forcing poor governments to sell their assets. They are making sure the conditions are favourable for them to take over the ports.

yes i can sense the concern behind your post- you should be.

A Chinese port/naval base right underneath India's nose. If we look at the world map, India has such a long 'V-shape' coastline and a population of 1.1billion(following your beautiful logic of more population = more trade). However, she doesnt even have a single port by cargo tonnage in the top 50s.

That's pathetic. What have u guys been doing? Still have not learnt anything after being colonised for more than 200 years? why keep making so many excuses after one another for yourselves, just to feel better and sweep everything under the carpet? No wonder India is still so poor, dirty and backward.

*PS my country has only a resident population of 3.9 million, yet our port stands at num 2 on the world list.
 
its mush easy to for laymen to discuss the problum after it arises....
thsts where experts are needed , who can analyses it before it strick...
 
So China has done something again to strike fear into the souls of Indians?:D

:pop:

Judging by the reaction....

It is in fact encouraging they resort to "big bad China gobbling up small poor countries" rhetoric. This means they lack capability to actually confront China and offer a better management model so that "poor governments" would jump into Indian arms.

As @Shotgunner51 shows, China's influence is real, growing and materially quantifiable - by the number ports, influence in port management systems and technologies etc.

Indians think success comes by chance or by soft wishful thinking.

The regular reaction of those who lack the required solid, material basis.
 
As @Shotgunner51 shows, China's influence is real, growing and materially quantifiable - by the number ports, influence in port management systems and technologies etc.


Yes, it's just reality, and is now.

Now 7 out of world 10 busiest ports are in China, moreover China does provide tech, design, specialty heavy equipment, construction, operation and investment (greenfield or M&A) to every continents including Australia and both Americas. Below is a map of Asia, Europe and Africa, listing some Chinese involved ports:

OBOR.png


The above OBOR map is a bit old, there are many ports not listed. For example, COSCO is building (and then operates) Khalifa port of Abhu Dhabi:

image-jpeg.339759


Sri Lanka is one Chinese partner in global shipping web, so I'm not surprised by this news that China Merchants is expanding investment in the maritime nation.
 
China has the leading port tech (ZPMC alone dominates 80% of world port equipment), huge building capacity, and rich operational experience that can't be matched. In terms of operation, Singapore PSA leads the world, while China (Mainland, HK, Taiwan) has 5 of world's top 10 most powerful operators, see Lloyd's List:

Top 100 port players ranked by container throughput - Lloyd's List

Tan Chong Meng, PSA International, Singapore

IT HAS been another year of "steady as she goes" for PSA International as the state-backed port giant continued to make technical adjustments to its portfolio to meet the needs of shipping line alliances and larger vessels. In terms of developments, chief executive Tan Chong Meng has overseen the opening of the LYG-PSA Container Terminal in Lianyungang, which has a full-build-out design capacity of 2.8m teu. This is the operator's first foray into the Yangtze River Delta region. This year, it was also awarded the concession to develop and operate a new terminal in Jawaharlal Nehru and work started on its Mersin expansion project.

Eric Ip, Hutchison Port Holdings, China Hong Kong

ERIC Ip took over as managing director of Hutchison Port Holdings from John Meredith in January. Last year the port company maintained its position as the number one global container terminal operator by total volumes with 78.3m teu handled in 2013. In terms of developments over the last year, HPH Management sold the bulk of HPH Trust’s stake in Hong Kong’s Terminal 8 in March for $319m to China’s Cosco Pacific and China Shipping Terminal Development. In June Hutchison Port Holdings subsidiary Barcelona Europe South Terminal held a ground-breaking ceremony for the next phase of its development.

Kim Fejfer, APM Terminals, Netherlands
KIM Fejfer-led APM Terminals maintained its position as the world’s second-busiest terminal operator in terms of total throughput last year as its facilities handled 68m teu. In the first nine months of 2014, APM Terminals, following broad growth across its portfolio of terminals, saw volumes jump 7% from 27m teu to 28.9m teu. In the third quarter, the port operator completed the sale of the 100% share of APM Terminals Virginia in the US and a 50% share in Terminal Porte Océane, Le Havre, France, for a combined gain of $359m. Additions to the network came mainly from the acquisition of NCC Group by Global Ports Investments, in which APMT has a 37.5% stake, in Russia during 2013 and completion of the jointly owned Brasil Terminal Portuario in Santos. Next year, APMT will benefit from the first full year of operations at hi-tech Maasvlakte II in Rotterdam.

Mohammed Sharaf, DP World, UAE
LAST year, Mohammed Sharaf oversaw the addition of 1m teu to DP World's flagship Jebel Ali terminal and opened the 1.6m teu London Gateway facility and phase one of the 1m teu Embraport terminal in Brazil. This year DP World has opened the 4m teu Terminal 3 development at Jebel Ali and a new automated terminal in Brisbane. It has also announced plans for the $2.6bn acquisition of Jebel Ali Free Zone assets. Next year will mark the start of operations at Rotterdam World Gateway, which it will run in partnership with Mitsui OSK Lines, Hyundai Merchant Marine, APL and CMA CGM.

Fu Yuning, China Merchants, China
CHINA Merchants has been aggressively expanding its ports portfolio in recent years and further growth is expected in the future. Its early 2013 purchase of a 49% stake in Terminal Link, the CMA CGM port-management arm, for $534.8m has propelled China Merchants into the top five port players by equity throughput last year. In 2014 it continued its overseas expansion by co-investing $601m with a major mainland construction company in a second phase of port development in Sri Lanka. It also announced plans to issue up to HK$15.4bn ($2bn) worth of mandatory convertible securities to shareholders, in a bid to fortify its balance sheet for future acquisition and development.

Li Yunpeng, Cosco Pacific, China
COSCO Pacific, the Hong Kong-listed port arm of Chinese state giant Cosco Group, is looking at further expansion opportunities in China and other countries after purchases of stakes in two terminals earlier this year. While not ruling out expansion in developed nations, where it has enjoyed strong throughput growth this year, the company will focus more on terminals in emerging economies for their growth prospects. Having completed deals for 40% of Hong Kong-based Asia Container Terminals (Terminal 8 West) and 25% of an iron ore terminal in Dongjiakou, two transactions totalling $269.7m, Cosco Pacific still held cash reserves of $929.2m as of end-June. In early December, it also signed a deal to develop a new terminal in addition to existing facilities in Piraeus.

Vikram Sharma, TIL, Luxemburg
IN TERMS of new terminal investments it has been a quiet year for the Mediterranean Shipping Co majority-owned Terminal Investment Limited after Infrastructure Partners took a 35% stake in the company for just over $1.9bn in 2013. The only announcement of note is TIL’s investment in a 29% share in APM Terminals Callao. The deal appears to make sense as MSC is the port’s largest customer. It is also reported to be one of the bidders to build and operate terminals at soon-to-be-privatised Haifa and Ashdod in Israel. In May the operator was also given permission to re-organise operations at Antwerp. It will take a stake in a new company, PSA DGD, which will operate a terminal at Deurganck Dock that will provide improved access to the largest vessels. The terminal operator also hit the headlines this year when a dispute over calls of non-MSC vessels at its terminal in Valencia spilled out into the press.

Fang Meng, China Shipping Terminal Development, China
OVER the last few years, the China Shipping-owned terminal operator has faced the same issues that many shipping company-owned port businesses face; the parent company is looking to sell assets to reduce debts. In 2013 it sold a majority stake in strategically located Lianyungang port to PSA for around $120m and disposed of terminal assets to a Hong Kong affiliate for a $142m gain. However, this could well be the end of its terminal divestment and this year it expanded its footprint when China Shipping Terminal Development bought a 20% stake in Hong Kong’s Terminal 8 West.

Chang Yung-fa, Evergreen, China Taiwan
THE main development for Evergreen’s terminal business over the past year has been Evergreen Line’s decision to axe calls at its Taranto facility. The shipping line said the decision to cut calls to the port was part of a contingency plan it had implemented while the Port of Taranto Authority dredges the port’s harbour to allow larger vessels to call at the port in the future. Evergreen’s box terminals are mostly designed to support its liner activities. In total, it operates four transhipment hubs, comprising two domestic stakes in Tai Chung and Kaohsiung, and oversees interests in Colon and Taranto. It remains to be seen whether Evergreen’s fleet expansion plans will be matched by investment in container terminals over the coming years.

Tai Soo Suk, Hanjin, South Korea
TAI Soo Suk took over as president and chief executive of Hanjin Shipping in March and is faced with the challenge of trying to deleverage the company and return it to profitability. This challenge is being met through a syndicated loan, by rolling existing loans and asset sales. Hanjin, which aimed to earn Won600bn ($542.7m) from liquidation of non-core business, has so far made Won309.5bn from selling controlling stakes in 29 bulk carriers and seven liquefied natural gas tankers. But the carrier also plans to make Won300bn from sales of shares in terminals, and is to divest from a terminal in Algeciras, Spain.
Last but not least, China has a variety of well-funded financial institutions that can invest. In port business, China is full-package partner.

World's number 2 port:

PSA International

From Wikipedia, the free encyclopedia

PSA International Pte Ltd

Type
Private
Industry Transport
Founded April 1, 1964 (as Port of Singapore Authority)
Headquarters 460 Alexandra Road, Singapore
Key people
Fock Siew Wah (Group Chairman)
Tan Chong Meng (Group CEO)
Services Port services, logisticsservices
Parent Temasek Holdings
Subsidiaries PSA Marine Pte Ltd
Website www.globalpsa.com

PSA Building, the PSA Group's headquarters in Singapore

PSA Singapore Terminals, operated by PSA International
PSA International Pte Ltd, formerly Port of Singapore Authority is one of the world's largest port operators.[1]



Contents
[1History

History[edit]
In 1863, Tan Kim Ching, Singapore's leading Chinese merchant at that time, came up with $120,000 to fund and set up the Tanjong Pagar Dock Company (the forerunner of today's Port of Singapore Authority), purchased two steamships, "Siam" and "Singapore" and promoted the Tanjong Pagar Dock Co.[2][3][4][5][6][7]

The Port of Singapore Authority was formed on April 1, 1964 to take over the functions, assets and liabilities of the Singapore Harbour Board. On August 25, 1997, a parliamentary bill was passed to corporatise the Port of Singapore Authority, and PSA Corporation Ltd (simplified Chinese: 新加坡港务集团有限公司) was corporatised on October 1, 1997.[8] The company kept its name as PSA but it is no longer an acronym.

PSA restructured in December 2003, with PSA International Pte Ltd (simplified Chinese: PSA国际港务集团有限公司) becoming the main holding company for the PSA Group of companies.[9]

Global footprint[edit]
PSA participates in port projects across Asia, Europe and the Americas with flagship operations in PSA Singapore and PSA Antwerp.

Port Operations in Belgium

Port Operations in China

Port Operations in Colombia

Port Operations in Italy

Port Operations in India

Port Operations in Indonesia

Port Operations in Japan

Port Operations in Korea

Port Operations in Panama

Port Operations in Pakistan

Port Operations in Portugal

Port Operations in Singapore

Port Operations in Saudi Arabia

Port Operations in Thailand

Port Operations in Turkey

Port Operations in Vietnam

PSA Marine[edit]
PSA Marine Pte Ltd, a wholly owned subsidiary of PSA International, provides marine services to the maritime and shipping community. They include pilotage and port and terminal towage. PSA Marine owns and operates a fleet of over 80 vessels in Singapore, Malaysia, Hong Kong, China, India, Australia and Oman.

Unions[edit]
PSA's employees in Singapore are organised under the Singapore Port Workers' Union (SPWU) and the Port Officers' Union (POU).

World's number 2 port:

PSA International

From Wikipedia, the free encyclopedia

PSA International Pte Ltd

Type
Private
Industry Transport
Founded April 1, 1964 (as Port of Singapore Authority)
Headquarters 460 Alexandra Road, Singapore
Key people
Fock Siew Wah (Group Chairman)
Tan Chong Meng (Group CEO)
Services Port services, logisticsservices
Parent Temasek Holdings
Subsidiaries PSA Marine Pte Ltd
Website www.globalpsa.com

PSA Building, the PSA Group's headquarters in Singapore

PSA Singapore Terminals, operated by PSA International
PSA International Pte Ltd, formerly Port of Singapore Authority is one of the world's largest port operators.[1]



Contents
[1History
History[edit]
In 1863, Tan Kim Ching, Singapore's leading Chinese merchant at that time, came up with $120,000 to fund and set up the Tanjong Pagar Dock Company (the forerunner of today's Port of Singapore Authority), purchased two steamships, "Siam" and "Singapore" and promoted the Tanjong Pagar Dock Co.[2][3][4][5][6][7]

The Port of Singapore Authority was formed on April 1, 1964 to take over the functions, assets and liabilities of the Singapore Harbour Board. On August 25, 1997, a parliamentary bill was passed to corporatise the Port of Singapore Authority, and PSA Corporation Ltd (simplified Chinese: 新加坡港务集团有限公司) was corporatised on October 1, 1997.[8] The company kept its name as PSA but it is no longer an acronym.

PSA restructured in December 2003, with PSA International Pte Ltd (simplified Chinese: PSA国际港务集团有限公司) becoming the main holding company for the PSA Group of companies.[9]

Global footprint[edit]
PSA participates in port projects across Asia, Europe and the Americas with flagship operations in PSA Singapore and PSA Antwerp.

Port Operations in Belgium

Port Operations in China

Port Operations in Colombia

Port Operations in Italy

Port Operations in India

Port Operations in Indonesia

Port Operations in Japan

Port Operations in Korea

Port Operations in Panama

Port Operations in Pakistan

Port Operations in Portugal

Port Operations in Singapore

Port Operations in Saudi Arabia

Port Operations in Thailand

Port Operations in Turkey

Port Operations in Vietnam

PSA Marine[edit]
PSA Marine Pte Ltd, a wholly owned subsidiary of PSA International, provides marine services to the maritime and shipping community. They include pilotage and port and terminal towage. PSA Marine owns and operates a fleet of over 80 vessels in Singapore, Malaysia, Hong Kong, China, India, Australia and Oman.

Unions[edit]
PSA's employees in Singapore are organised under the Singapore Port Workers' Union (SPWU) and the Port Officers' Union (POU).

a slight off topic(but harmless)

http://www.nuhs.edu.sg/about-us/leadership/board-members/mr-tan-chong-meng.html

Home > About Us > Leadership > Board > Mr Tan Chong Meng

nuhs_tanchongmeng.jpg
Mr Tan Chong Meng


Group CEO, PSA International Pte Ltd


Mr Tan Chong Meng was appointed a Director in April 2011. He is currently the Group Chief Executive Officer of PSA International. He also heads the Senior Management Council (SMC) of the PSA Group, an executive team responsible for making key decisions Group-wide.



Chong Meng joined PSA on 1 October 2011, bringing with him many accomplishments as an Asian and Global Leader with great experience in managing the complexity, diversity and breadth of a global business. As Group CEO, he is responsible for the overall performance of the PSA Group.



Chong Meng leads in both strategy and execution in PSA Group towards achieving higher levels and greater success for the future. Together with his management team, he will lead and focus on gaining PSA share of the value through making the best of current assets and activities and growing PSA port positions and business partnerships worldwide.



Prior to PSA, Chong Meng served as the Executive Vice President, Global Commercial, Shell Downstream, a part of the Royal Dutch Shell Group, where he led six global businesses many of which are world leaders engaging in marketing and sales of fuels, lubricants and specialty products to commercial customers vis-à-vis Aviation, Marine, Industrial, Land Transport, Construction and Liquefied Petroleum Gas. With more than 20 years of experience in Shell, Chong Meng has worked in USA, Europe, China and Singapore holding various senior leadership positions, his responsibilities spanned from management, sales, marketing, trading, refinery operations, customer service to merger & acquisitions.



Besides keeping a sharp focus on business growth and profitability, Chong Meng is equally balanced in people development, having spent many years leading the Asian Talent Council for Shell to effectively grow and promote gifted Asian talents within Shell. For his many portfolios and significant contributions, he is ranked as one of the top executive leaders within Shell globally. Chong Meng had also worked with the Ministry of National Development, Singapore in various positions for five years.




spacer.gif




Tan Chong Meng earned his place as CEO of world's num 2 port company by having served as leader of other enterprises. This is a prime example of meritocracy.
 
Last edited by a moderator:
How can China possibly force poor governments to sell their assets? If there is one country that is extra sensitive about non-interventionism, that would be China -- to the degree that the West actually blames China for not minding the internal conditions of the loan-aid receiving countries.

Those countries, small or big, always have other places to go such as the ADB or World Bank.

They may also sign up for an IMF loan. Nobody holds them down. If they find India a better option, they can easily shut China down and go to India to borrow.

If China was able to force poor governments so easily, India would fall prey to it in the first place because India is one of the poorest governments with development under sub-Saharan levels.


The bold part is your delusion and exaggeration trying to project some thing which you do not have. Chinese non intervention policy is a myth, try telling these words to your own people who have no access to outer world interms of news and believe what cpc says.

Regarding the port controversy

Here is the article and from the Srilankan sources.

Sri Lanka: Dodgy Chinese Firm Is Grabbing Hambanthota Port !

China Harbour Engineering Company accused of fraud, corruption

The following investigative article was originally published by The Zimbabwe Independent, an independent Zimbabwean newspaper. However, the Government of Zimbabwe have awarded the tender for the controversial dualisation of the US$2 billion Beitbridge-Harare-Chirundu highway to dodgy companies amid revelations that the contractor China Harbour Engineering Company Ltd (CHEC) was blacklisted by the World Bank for fraud and corruption, while the financier Geiger International specialises in military equipment, not construction works. We believe this can be a reference to the Government of Sri Lanka which is planning to sell 80% of its newly constructed port’s shares to China Harbour Engineering Company Ltd (CHEC). The final agreement is due to sign the second week of January 2017.

by Herbert Moyo

( December 14, 2016, Harare, Sri Lanka Guardian) CHEC, a subsidiary of China Communications Construction Company (CCCC) Limited, also attracted controversy in Uganda and several other countries for shady deals.

Work on the Beitbridge project started three weeks ago with the deployment of local engineers on site to carry out exploratory work ahead of the signing of a memorandum of understanding and the arrival of CHEC and Geiger International who will finance the project.

The project is expected to officially commence next month.

Chinese Firm CHEC’s parent company, CCCC, has a dodgy past after it was blacklisted by the World Bank over fraudulent practices by its predecessor company China Road and Bridge Corporation in 2009.

The debarment is still in force. “The World Bank today announced the debarment of, and all its subsidiaries, for fraudulent practices under Phase 1 of the Philippines National Roads Improvement and Management Project. Under the sanction, CCCC is ineligible to engage in any road and bridge projects financed by the World Bank Group until January 12, 2017,” the bank stated in a press release dated July 29, 2011.

Also in 2011, a Hindu publication reported that the courts in Bangladesh ruled CHEC paid bribes to the son of the ex-Bangladeshi Prime Minister Khaleda Zia who was then sentenced in absentia to six years in prison.

“Rahman, the younger son of (ex- Prime Minister) Ms Zia, was accused of taking bribes from CHEC and the Bangladesh subsidiary of Germany’s industrial giant Siemens AG for helping them win government contracts during his mother’s 2001—2006 premiership,” the publication wrote in a story dated June 23, 2011.

In 2012, the Jamaican government also conducted an audit into two major infrastructure projects, one of which was awarded to CHEC.

The Ministry of Transport, Works and Housing said at the time “the report from the forensic auditor has unearthed wanton disregard for the conventions and procedures established by the Government of Jamaica for project implementation, administration and management.”

“These breaches of existing procurement guidelines have drained precious budgetary resources and undermined the very foundation of public institutional integrity,” the ministry was quoted by the Caribbean Analysis.

CHEC also negotiated with the Cayman Islands Premier to build and run a major port facility. According to the CayCompass publication in 2013, this deal was only stopped when the British government blew the whistle over the procurement arrangements.

In Uganda, CHEC was implicated in the inflation of a railway construction project resulting in parliamentarians demanding a corruption investigation into the 2012 award of a contract to the company to build a standard gauge railway in the eastern part of the country.

Legislators Theodore Ssekikubo accused President Yoweri Museveni’s government of corruption after it cancelled the initial offer to China Civil Engineering Construction Corporation who had offered to build the same railway at US$1,7 billion. CHEC dramatically raised the cost of the project to US$8 billion.

It has also since emerged that Geiger, an Austrian firm, invested heavily in China since 1990 where it specialises, in among other things, the production of military and security-related equipment and lists governments in Africa, the Far East and the Americas as its clients.

According to the company’s website, “Geiger International has successfully been manufacturing under license military goods in its own factories in mainland China for over two decades.”

“Geiger International was established in 1990 by experts in the field of defence and security logistics, to supply government-run and other security organisations worldwide,” reads the company website.

“We not only have our own production facilities in China but also have forged links with several significant manufacturing interests thus giving us an unparalleled capacity.”

Sources within the construction industry said that although Geiger was also involved in construction projects, “their strong military leanings raise questions about their expertise and capacity, and whether the Zimbabwean military is not also involved in the road project as it has been in other projects like mining which ought to be undertaken by civilians.”

The military has business ventures across different sectors of the economy, especially gold, diamond and platinum mining.

Transport Minister Joram Gumbo was not reachable for comment as his mobile phone went unanswered

http://www.slguardian.org/2016/12/sri-lanka-dodgy-chinese-firm-grabbing-hambanthota-port/

 
World's number 2 port:

SA International

From Wikipedia, the free encyclopedia

PSA International Pte Ltd

Type
Private
Industry Transport
Founded April 1, 1964 (as Port of Singapore Authority)
Headquarters 460 Alexandra Road, Singapore
Key people
Fock Siew Wah (Group Chairman)
Tan Chong Meng (Group CEO)
Services Port services, logisticsservices
Parent Temasek Holdings
Subsidiaries PSA Marine Pte Ltd
Website www.globalpsa.com

PSA Building, the PSA Group's headquarters in Singapore

PSA Singapore Terminals, operated by PSA International
PSA International Pte Ltd, formerly Port of Singapore Authority is one of the world's largest port operators.[1]



Contents
[1History

History[edit]
In 1863, Tan Kim Ching, Singapore's leading Chinese merchant at that time, came up with $120,000 to fund and set up the Tanjong Pagar Dock Company (the forerunner of today's Port of Singapore Authority), purchased two steamships, "Siam" and "Singapore" and promoted the Tanjong Pagar Dock Co.[2][3][4][5][6][7]

The Port of Singapore Authority was formed on April 1, 1964 to take over the functions, assets and liabilities of the Singapore Harbour Board. On August 25, 1997, a parliamentary bill was passed to corporatise the Port of Singapore Authority, and PSA Corporation Ltd (simplified Chinese: 新加坡港务集团有限公司) was corporatised on October 1, 1997.[8] The company kept its name as PSA but it is no longer an acronym.

PSA restructured in December 2003, with PSA International Pte Ltd (simplified Chinese: PSA国际港务集团有限公司) becoming the main holding company for the PSA Group of companies.[9]

Global footprint[edit]
PSA participates in port projects across Asia, Europe and the Americas with flagship operations in PSA Singapore and PSA Antwerp.

Port Operations in Belgium

Port Operations in China

Port Operations in Colombia

Port Operations in Italy

Port Operations in India

Port Operations in Indonesia

Port Operations in Japan

Port Operations in Korea

Port Operations in Panama

Port Operations in Pakistan

Port Operations in Portugal

Port Operations in Singapore

Port Operations in Saudi Arabia

Port Operations in Thailand

Port Operations in Turkey

Port Operations in Vietnam

PSA Marine[edit]
PSA Marine Pte Ltd, a wholly owned subsidiary of PSA International, provides marine services to the maritime and shipping community. They include pilotage and port and terminal towage. PSA Marine owns and operates a fleet of over 80 vessels in Singapore, Malaysia, Hong Kong, China, India, Australia and Oman.

Unions[edit]
PSA's employees in Singapore are organised under the Singapore Port Workers' Union (SPWU) and the Port Officers' Union (POU).


Yes the port of Singapore ranks #2 in the world in terms of throughput, while PSA International (backed by SG's sovereign wealth fund - Temasek) is a multinational giant corporation operating across the world, as #1 in the Lloyd's List.

Note that in South Asia, PSA operates ports in India (including Jawaharlal Nehru of Mumbai), and Gwadar (Pakistan) until a few years ago when they transferred operation to COPHC (China Overseas Port Holding Company).

That's why I said, ports are preferably run by multinationals that have global business.
 

Pakistan Defence Latest Posts

Back
Top Bottom