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Floating an idea

by Mona Sukkarieh January 13, 2015
written by Mona Sukkarieh

The Eastern Mediterranean is a complex environment for gas producers and countries aspiring to become gas exporters in the next few years. Not only do they have to deal with the usual industry challenges, but also with an even tougher factor: geopolitics.

A recent report commissioned by the Norwegian government highlights such difficulties by indicating, among other things, that Israel faces a high risk for exporting gas. The report anticipates that the country — which boasts the most developed oil and gas sector and the largest proven reserves among newcomers in the Eastern Mediterranean — will have more difficulty exporting its excess gas than, say, Brazil, Angola or Mozambique. Cyprus faces similar difficulties. Its plans to build a liquefied natural gas (LNG) plant in Vasilikos are in doubt since such a plant would require more gas than has been discovered so far in the Aphrodite field to justify the construction of this multibillion dollar facility, although ongoing exploration in the island’s exclusive economic zone could result in the discovery of new gas fields.

[pullquote]Floating LNG is rapidly becoming a viable solution for offshore gas development[/pullquote]

On paper, the most reasonable way to monetize gas from Aphrodite (and parts of Israel’s much larger Leviathan field) is through a pipeline to Turkey, a large market seeking to diversify its gas supplies. But this option is not feasible unless significant progress is made in the negotiations between Greek and Turkish Cypriots. A pipeline to Greece is not an easy feat and carries an exorbitant price tag. Egypt, with its large market and two underused LNG plants in Damietta and Idku, could be an option, either to supply the local market or to liquefy the gas and export it to world markets. Both Israelis and Cypriots are negotiating potential deals with Egypt, sugges-ting there will be little capacity left for others to use if these deals are confirmed.

Approximate range of FCNG vessels from Port of Beirut

IDAL-GFIELD

Source: Executive

 

A choice of options

In addition, and besides the network of regional pipelines connecting countries in the Eastern Mediterranean, two other options deserve to be highlighted.

Floating LNG (FLNG) is rapidly becoming a viable solution for offshore gas development, with four projects already in the construction phase and 10 more in the design phase. The first examples — Petronas’ PFLNG1, off the coast of Malaysia, and Shell’s Prelude, off the coast of western Australia — are expected to be operational by 2015 and 2017 respectively. Construction costs have not been disclosed but industry experts put the price of Prelude between $10 and $12 billion, more costly than a land based facility. However, costs are expected to be slashed with experience, and subsequent models are expected to require significantly less investment than an onshore LNG plant. When Australia’s Woodside Petroleum attempted to acquire a stake in Leviathan, it did not hide its preference for a floating LNG facility. Negotiations collapsed in part because the Leviathan partners have changed their plans for the development of the field, focusing on supplying regional markets via pipelines during the first phase of the development. Studies are being conducted for the second phase of development which, according to operator Noble Energy, is anticipated to be a floating LNG system.

New horizons

Whereas the main advantage of LNG, floating or otherwise, is the flexibility it offers producers in terms of markets — allowing exports to further, sometimes more lucrative destinations — a new technology currently being tested restricts exports to regional markets but offers producers a major benefit: the ability to develop offshore gas fields, which would have otherwise remained stranded for economic, geographic or geopolitical reasons.

[pullquote]FCNG could be viewed as an economical option to monetize offshore gas fields that are too small[/pullquote]

Floating compressed natural gas (FCNG), or marine transport of CNG, can be up to 40 percent less expensive than FLNG, compression being much simpler than liquefaction and thus much less costly. In 2006, the American Bureau of Shipping approved construction of the first Coselle ship, a proprietary CNG transport technology developed by Canada’s Sea NG. But as with every new technology, the main challenge was to find a first client willing to make use of it. In July 2014, the Indonesian state owned electricity company PT PLN ordered the first ever CNG carrier, which will be built in China, to transport gas produced in East Java to the island of Lombok. In August, Reuters reported that Morgan Stanley is looking to build and operate a compression and container loading facility, which will have the capacity to ship 60 billion cubic feet a year of compressed natural gas and export it to countries in Central America and the Caribbean. The project is in doubt, due to increased hostility towards banks’ involvement in physical commodities, but the idea of marine transport of CNG seems to be making headway. 

For Eastern Mediterranean countries, FCNG could be viewed as an economical option to monetize offshore gas fields that are too small to justify costly investments and where pipelines are difficult to implement. The compressed gas can be transported to markets within a 2,500 kilometer distance. From the Eastern Mediterranean, this puts markets in southern Europe within range.

January 13, 2015 0 comments
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Economics & Policy

Unexplored potential

by Matt Nash January 12, 2015
written by Matt Nash

A political decision is needed in 2015 for Lebanon to begin exploring for offshore oil and gas reserves. Until the government passes decrees delineating the offshore blocks and approving model exploration and production sharing agreements — which have been drafted and ready for debate and approval since early 2013 — we simply will not know what lies beneath Lebanon’s share of the eastern Mediterranean. Despite suggestions to the contrary — most notably Bank Audi’s prediction in early 2014 that Lebanon has $600 billion worth of gas — it is impossible to know what, if any, hydrocarbon resources the country has. Knowledge comes from drilling, and drilling only happens once contracts with international oil and gas companies are signed.

If Lebanon does indeed have oil or natural gas reserves large enough to be commercially viable, there is still much work that needs to be done on the policy level. For example, the 2010 law on offshore exploration says that any revenues earned from hydrocarbon resources must be placed in a sovereign wealth fund. A new law is needed to define how the fund works, as well as if and when money can be taken out of it, to name just a few things policymakers need to consider when drafting it. Like many other countries around the world, Lebanon may also want to write a new tax law specifically for the oil and gas sector. The Lebanese Petroleum Administration (LPA), in fact, is pushing for this. However, a sovereign wealth fund and a new tax law will not be necessary if there are no hydrocarbons to bring in revenues.

Since being formed in 2012, the LPA has spent most of its time putting the cart before the horse by drafting recommendations on issues that will need to be dealt with once resources are found. Such forward thinking is laudable, but again, most of what the LPA is trying to do ends up getting stonewalled by a parliament and government that barely function. The LPA will no doubt continue to do as much preparation as they can, but without the decrees that make signing contracts possible, 2015 will be another year of waiting.

 

Read Executive’s oil and gas special report published in October 2014

 

January 12, 2015 0 comments
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Economics & Policy

Reality sets in

by Matt Nash January 12, 2015
written by Matt Nash

The chances of Lebanon signing offshore exploration and production sharing contracts with oil and gas companies in 2015 are slim, but that does not mean that all work in developing the emerging sector will grind to a halt. New legislation is in the works on tax rates for oil and gas companies as well as onshore exploration and production, and the Lebanese Petroleum Administration (LPA) — a body with some regulatory powers that makes policy recommendations for the sector — seems determined to do as much work as it can despite the fact that decisionmakers are in no rush to pass the two decrees necessary to close the licensing round.

[pullquote]The reality is that companies still cannot actually submit bids as the offshore blocks have not been officially delineated, nor have model exploration and production sharing agreements been approved[/pullquote]

Momentum was building in early 2013, and it seemed like Lebanon was on the cusp of answering an important economic question: what, if any, hydrocarbon resources does the country have? Parliament passed an offshore oil and gas law in 2010, opening the door to exploring for resources that seismic surveying suggests could be significant. However, for two years following the approval of the law, not much more happened. Then in late 2012 the government appointed the six member board of the LPA and developments began anew. The LPA drafted recommendations for a prequalification process for oil and gas companies interested in bidding in the first licensing round, and the Ministry of Energy — to which the LPA reports — approved the suggestions, as did the cabinet — which, according to the 2010 law, has final say on setting oil and gas policy in Lebanon. With all of the requirements approved, the LPA held a prequalification round for potential bidders between February and April 2013. A total of 52 companies applied, and 46 prequalified, including big international players such as Shell, Total, Chevron and ExxonMobil. 

The plan — approved by the cabinet in December 2012 — was to open the first licensing round in May 2013, less than one month after the prequalified companies were announced. The LPA and the Ministry of Energy wanted the licensing round to close in November 2013 and envisioned contracts being signed in February 2014. While the ministry and the LPA held a day long event to celebrate the May 1, 2013, opening of the bid round, the reality is that companies still cannot actually submit bids as the offshore blocks have not been officially delineated, nor have model exploration and production sharing agreements been approved. The Ministry of Energy wrote decrees concerning these two issues in early 2013, based on a recommendation from the LPA, but the cabinet has still not approved them. Without the decrees, the licensing round is frozen. Former Energy Minister Gebran Bassil delayed the close of the licensing round three times, each time choosing a specific new date in the future. His successor and political ally, Arthur Nazarian, shifted tack when facing an August 14 deadline he set in April, and delayed the close of the round “to a maximum period of six months from the date of the adoption of the two decrees.”

On its website, the LPA estimates that, once the decrees are passed, companies will need “up to” six months to bid. After bids are submitted, the LPA estimates it will need “up to” two months to review the bids and “up to” another four months to negotiate and sign final contracts. At the longest, therefore, it will take a year between passing the decrees and signing contracts. 

[pullquote]The delay in the bid round will affect competitiveness, resulting in less favorable commercial conditions for the state[/pullquote]

The impact of inaction

Oil and gas companies are notoriously media shy when it comes to discussing strategy and future investment plans. Executive contacted the 12 international companies prequalified to act as operators in Lebanon’s offshore, but not a single one agreed to an interview. While some local news outlets have cited unnamed sources claiming that international players are losing interest in Lebanon, none have said anything publicly about their intentions to bid or not. That said, Wissam Chbat — head of geophysics and geology at the LPA — told Executive in August that “the delay in the bid round will affect competitiveness, resulting in less favorable commercial conditions for the state and diminishing Lebanon’s regional presence and position in the regional gas market.”

Delays have had an impact on the local commercial conference market. The Lebanon International Petroleum Exhibition and Conference and the Lebanon International Oil and Gas Conference — both sponsored by the Ministry of Energy and the LPA — as well as the Lebanon Oil and Gas Summit — an event first held in 2013 without the input of the Ministry or the LPA — were cancelled in 2014. Instead, the LPA organized “Lebanon Petroleum Day” in October, which Middle East Strategic Perspectives, a local consultancy focused on oil and gas in Lebanon, described as having “[drawn] a large crowd, but few companies.”

New sector, new laws

In January 2014, LPA president Nasser Hoteit announced via Twitter that the body had written a new tax law for the sector and “transmitted [it] to competent authorities for review.” That was the year’s only news on the tax law, but existing Lebanese legislation says the Ministry of Finance must propose new taxation rules. It is unclear how closely the two are working together on the issue, but amending the tax law is an LPA priority. Taxes will be a component of state revenues from the sector, and as the corporate income tax is today capped at 15 percent, the LPA is pushing to have that rate raised for the oil and gas sector, as is common around the world. Whether a new tax law for the sector will see the light of day in 2015, however, is an open question.

Also on the LPA’s legislative agenda is an onshore exploration and production law as the 2010 law deals only with offshore. Again, the LPA wrote a draft law and began sharing it with relevant ministries in 2014, but it is unclear when parliament will begin discussing the draft. At the Lebanon Petroleum Day in October, LPA board member Gaby Daaboul briefed attendees on the LPA’s draft of the law. The onshore draft law, he said, would allow single companies to bid for licenses, unlike the offshore law, which requires at least three companies to bid together in a consortium for each license. Daaboul said the draft onshore law would also create a special committee to compensate landowners whose property would need to be expropriated if commercially recoverable hydrocarbon discoveries are made.

[pullquote]When oil and gas activities do actually start in Lebanon, the country will need a large pool of skilled and semi-skilled laborers[/pullquote]

Focus on education

While 2013 saw new oil and gas engineering programs launch at some of Lebanon’s major universities, the LPA in 2014 turned its attention to vocational training. The LPA told Executive in October that the Lebanese University, the country’s public institution of higher education, would soon sign an agreement with an unnamed European institution to “train technicians in several upstream trades and to deliver degrees and certificates internationally recognized” by the industry. LPA President Nasser Hoteit reiterated that commitment at Lebanon Petroleum Day, and while he told Executive the initiative “will be announced officially before the end of the year,” no such announcement had been made by the time Executive went to press. When oil and gas activities do actually start in Lebanon, the country will need a large pool of skilled and semi-skilled laborers since the exploration and production sharing agreements as currently drafted call for international companies operating in Lebanon to have a workforce that is 80 percent local. 

Protecting the environment

The LPA made a strategic environmental assessment for the oil and gas sector public in 2014, nearly two years after it was written. The assessment found, among other things, that Lebanon lacks baseline data on its offshore environment, meaning that if the data is not collected before drilling begins, it will be difficult for Lebanon to track the environmental impact oil and gas activities have. In response to this, the LPA announced at a media forum in early September that international companies that win rights to drill in any of the country’s offshore blocks will first have to carry out detailed environmental assessments to establish a solid baseline before beginning any work, thus putting the work of data collection into the hands of the oil and gas companies.

Uncertainty continues

While the LPA is working to do what it can behind the scenes to prepare for an oil and gas industry, most progress is still subject to political approval. Despite the fact that Bank Audi, one of Lebanon’s largest banks, declared in early 2014 that Lebanon has upward of $600 billion in gas wealth, the truth is that no one will know for sure until wells are drilled and resources discovered in commercially recoverable amounts. If 2013 was a year for hope in the emerging oil and gas sector, 2014 was the year Lebanese reality set in. As the year ends with a parliament again having extended its mandate and a void in the presidential palace, there may well be more important issues to address in 2015 than the search for hydrocarbons and the wealth they promise.

January 12, 2015 0 comments
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Hell’s angels

by Marwan Tarraf January 9, 2015
written by Marwan Tarraf

Can any trade sector survive without governing laws? In Lebanon yes, it is possible, yet some business owners struggle to keep their companies as legitimate as needed. It does sound ironic, but at all times in this country you have to fight your way into legality. Legal and governmental institutions have been formatted to accept and contain illegitimate businesses and offer them the same privileges — or perhaps even more — as those offered to business owners who took the choice of investing in an institution that naturally contributes to the growth of the local economy.

Over the past few years, motorcycle trade in Lebanon has grown beyond expectations, following global growth in this specific automotive sector. International brand names like Harley-Davidson, Piaggio, Kawasaki, KTM, Suzuki, BMW and many others have partnered with local franchisees and worked on introducing a new trend of responsible motorcycling in Lebanon. On the other hand, however, a number of individuals sniffed out opportunities to manipulate the import and trade laws in order to practice the worst form of unlawful competition. Small motorcycle vendors have made their way into the city, and container loads of cheap products that are banned from importation into most countries have flooded the market. The lack of homologation standards and the incompetence of border authorities have served to facilitate the process for any individual trader who sees an opportunity for an easy buck in this particular sector.

Lebanon welcomes everything, from expired foods to counterfeit medicine, and just like the motorcycle import process, their sales process will follow suit. Most gray importers use fake documentation and invoicing to reduce their import taxes and duties, and they don’t like keeping import records, so why would they want to keep sales records? The bottom line is that those motorcycles end up on the streets without registration, legalization or even proof of ownership in the hands of unknown owners, some of whom are pickpockets, thieves and even terrorists.

Curbing the gray dealers

A recent statistic released by the ISF counted 609 robberies in Lebanon throughout 2014. Some 226 were carried out on motorcycles, of which, none were purchased through an authorized brand dealer. Subsequently, the governor of Mount Lebanon ordered a night curfew on motorcycles, a decision taken in an attempt to limit the crime rate, although it mainly affected legitimate dealers. Customers of legal traders make up the majority of lawful citizens who own motorcycles, for either commuting to work or as a hobby. Meanwhile, gray dealers are still importing junk and providing for law-abusing motorcyclists.

Last September, representatives of all recognized brands rallied their groups and headed to the departure point at the Beirut Waterfront, where the Beirut Bike Festival organizers and the ISF called for a thunder parade in an effort to raise their collective voice against the negative stereotypes of motorcyclists. Over 1,400 lawful bikers hit the streets of Beirut, led by 50 police motorcycles under the banner “In recognition of the Lebanese Traffic Police’s efforts”.

The local bikers’ community has also matured in the past five years. Groups have become larger and more organized, although only a few have obtained legal licenses from the Ministry of Interior, such as the Harley-Davidson Owners Group, operating as MTCL, and A.N. Boukather for the Vespa and Piaggio group. Recently, an association for importers was founded under the banner of the Lebanese Association for Motorcycle Agents (LAMA) and is acting as the governing body for all brand name motorcycle importers. LAMA has taken the initiative of raising awareness towards enforcing laws governing imports and traffic safety. The association has sided with NGOs who are lobbying for the new traffic law to be implemented immediately, after it was unconstitutionally put on hold for political reasons despite passing the parliament vote and being published in the Official Gazette two years ago. This sets another example of how governing laws are dismissed and, while trade gremlins flourish, the national trade industry suffers; limiting the possibilities of growth for any legitimate business.

January 9, 2015 0 comments
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Business

Two wheels a go-go

by Paul Cochrane January 9, 2015
written by Paul Cochrane

Two wheelers have never been an overly popular mode of transport in Lebanon. There are, at one end of the spectrum, the cheap runaround bikes favored for day to day use and by delivery men, and at the other end, motorbike enthusiasts who prefer the saddle to a car seat. But the middle ground of motorbikes, as a convenient yet socially acceptable mode of transport, is somehow missing.

The anarchic driving on the roads in Lebanon has certainly been a major factor in the low sales of new motorbikes, but it is the perception of riders — be it as dangerous, criminal or economically disadvantaged — that has been a big drawback to developing the sector. Only over the past few years, and 2014 in particular, have motorbikes become more popular, encouraged by the worsening traffic congestion and lack of parking in the capital. 

“Before we were selling very few bikes, but it is becoming a business and we now have dedicated sales people,” says Pierre Heneine, financial manager at Bassoul-Heneine, a dealer for BMW motorbikes.

Increased sales of premium bikes like BMW and Harley-Davidson, which expects sales up 18 percent on 2013, are indicative of the growing demand for bikes. But the low and middle range models are selling well too, with A.N. Boukather — which has 45 percent of the market through brands Piaggio, Aprilia, Moto Guzzi, Vespa, Gilera, Derby, KTM and Bajaj — reporting strong sales across its portfolio ranging from $800 to $25,000. 

RYMCO, dealer for Kawasaki and, as of 2013, Peugeot scooters, has also seen sales increase. The biggest seller is the Kawasaki Ninja 250cc model, due to its engine size and price. Like the car sector, the bike sector has been affected by Lebanon’s sluggish economy. “It is not as easy to get a client to buy since purchasing power is down, as $10,000 for a bike is more for leisure use — a big engine bike is not something you go to work on. Around 90 percent of clients buy because a bike is essential,” says RYMCO’s Makram Rasamny.

According to the newly formed Lebanese Association of Motorcycle Agents (LAMA), about 1,500 new motorbikes will be sold this year, up 20 percent on 2013. This pales both in comparison to the 35,000 new cars sold per year, but especially to the estimated 50,000 used motorbikes and scooters imported annually.

The need for regulation

A new traffic law, which has been passed but not yet implemented, would ban the importation of bikes over three years old and those with engines under 125cc. Dealers are keen to get the law implemented, as it would better regulate the sector — concerning issues such as registration, new driving tests, fines — and improve safety on the roads, thereby driving up motorbike sales (see Q&A page 144). 

“If the law was implemented it would drastically reduce sales of imported second hand bikes and you would start seeing a lot of people buy new motorbikes,” says Anthony Boukather, General Manager of AN Boukather.

Outside of LAMA and the used bike sector, it is Akkad bikes that are the big sellers, much to the association’s chagrin. The 125cc bike is Chinese made, but with a local twist. Despite being newly manufactured, Tripoli-based dealer Wassim Akkad imports the motorbikes second hand to pay lower taxes, and has created an eponymous brand by sticking his surname on the bike’s fuel tank. Akkad opposed the new traffic law, and it is such importers that LAMA wants to curtail in order to defend the legitimate sector.

As Marwan Tarraf, Owner of Bikers Inc., the agent for Harley-Davidson, puts it, a motive for setting up LAMA was to “introduce a new way of owning, selling and riding bikes.” The motivation was not just to bolster new bike sales, but to have a united voice for the sector’s very survival. “If the sector is not controlled ASAP, it could lead to a situation where the authorities have a reason to place restrictions or ban the most efficient [mode of] transport in Lebanon. Motorbikes are the future, but it needs the implementation of the traffic law,” says Tarraf.

With such regulation unlikely to be enforced soon, Harley-Davidson organized the first Beirut Bike Festival to promote motorbiking in the country, attracting 1,434 bikers one Sunday in September 2014. “It was massive, I didn’t expect that many people,” says Tarraf. “There were two reasons for it, one it was official, in support of the traffic police and the law, and two, to counter the recent attempts to ban motorbikes, so we made it clear that there is a huge number of people who ride bikes and respect laws.”

January 9, 2015 0 comments
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Business

Hit the road

by Paul Cochrane January 8, 2015
written by Paul Cochrane

Every month the Automobile Importers Association of Lebanon (AIA) sends out its Registration Report, showing the year-to-date breakdown of new car sales per brand. Over the course of 2014, the attached president’s letter has ended with: “We hope that Lebanon soon finds peace, stability and prosperity.”

Such a repeated aspiration is indicative of what is missing in the country for the automotive sector to thrive. Not that car sales are in the gutter though, despite the lack of peace, stability and prosperity. 

As of the end of October 2014, 34,002 new cars had been sold compared to 31,092 units in the same period in 2013, although the month’s sales were down 5.2 percent compared to September, and year-on-year sales of new and used models had dropped by 7 percent and 12 percent respectively, compared to 2012 and 2011. 

Overall sales are projected to surpass 35,000 units, similar to previous years and over one-third above the figures from a decade ago. What is keeping sales buoyant are smaller cars priced at less than $15,000, which account for 90 percent of sales, according to the AIA. 

[pullquote]To dealers, the market in 2014 was not overly different compared to previous years, with the country experiencing the same struggles[/pullquote]

However, cars in the smaller segment range have lower profit margins for dealers, and sales of medium to larger models are being hit by lower purchasing power and weak consumer confidence; those that can spend are sitting on their wallets, awaiting some good news before parting with $30,000 plus for a new set of wheels. As Michel Trad, general manager of Saad & Trad, dealer of Fiat, Jaguar, Bentley, Lamborghini and Abarth, puts it: “People may buy a $20,000 watch instead of a car as it would be easier to move [it out of the country if the security situation deteriorates].”

That said, to dealers, the market in 2014 was not overly different compared to previous years, with the country experiencing the same struggles, albeit this year the political-security situation was worse than before. “I’d say it’s been a couple of years that we’ve been facing the same challenges, and this year with the escalation in the [political] situation, it doesn’t allow you to have a clear plan, to set your forecast and targets,” says Farid Homsi, General Manager of IMPEX, distributor for Chevrolet, Cadillac and Isuzu. “Small cars are still the best sellers, and that is what’s allowing the industry to have some small portion of increases.”

Across the board, dealerships have had to market heavily to draw customers in, offering zero percent interest, five year warranties and even the chance to win trips abroad. “It was the automotive year for consumers. They were getting the best deals since all dealers lowered their prices and were fighting a price war,” says Rachid Rasamny, general manager at Century Motor Company, distributor of Hyundai and Genesis. “At one point there were so many offers we were close to doing a campaign joking about free giveaways, but decided against it.”

Such deals have kept sales moving, and are what have driven people away from the used car market in favor of new cars instead. “The overall sector trend is continuing compared to 2013. People are still shifting to the new from the old car market, and all distributors are being aggressive in offering services, warranties and good financing. This has driven sales,” says Cesar Aoun, general manager of Mercedes at T. Gargour & Fils, which also sells Smart, Jeep, and Chrysler. 

However, to some, low prices and easy bank financing have artificially stimulated sales over the past few years, masking the underlying malaise in the economy and the fact that the worst may be yet to come. “Everyone is switching to survival mode, which is to only spend on what is a necessity,” says Marwan Naffi, general manager at Gabriel Abou Adal & Partners, distributor of Volvo. “We thought 2013 was a difficult year, but 2014 proved to be even more difficult, so we don’t want to think too long term, as when you think you’ve seen the worst, there is often worse to come.”

[pullquote]The BDL circular certainly came out of left field for dealerships, who have generally opposed the measure and believe it will lead to a drop in sales[/pullquote]

Reining in lending

What may be worse for the sector’s health is not the political situation, the lack of a president, the neighboring Syrian conflict, or the threat of the Islamic State. While all of the aforementioned are major concerns that have a deleterious effect on car sales, what is slated to have the biggest impact — unless things get really out of hand — is a new Banque du Liban (BDL) circular, number 369, inked in August 2014, that requires down payments for loans to be a minimum of 25 percent.

“In 2015 I don’t think the market will grow. It will at best be stable. Why? BDL wants to control consumer credit. Until October you could have 85 percent, sometimes even 100 percent credit,” says Pierre Heneine, financial manager at Bassoul-Heneine, dealer for BMW, Mini, Renault, Dacia and Rolls Royce.

The BDL circular certainly came out of left field for dealerships, who have generally opposed the measure and believe it will lead to a drop in sales, particularly for cheaper cars, with the president of the AIA telling Executive in the November edition that sales could drop by up to 30 percent. The move is considered a preventative measure, prompted by what a Bank Byblos reported noted was “a relatively high ratio of household debt to disposable personal income,” and that according to the BDL, “An average of 50 percent of household income is going towards debt servicing.”

“I am surprised at this resolution, as even during the Civil War, BDL was never so cautious about lending. I see it as a preventative action, because when meeting with banks, the rate of default is almost zero. In our case, at Mercedes, we used to [require] a minimum 25 percent down payment, so for us we don’t see a negative. But for smaller cars, maybe [it is],” says Aoun.

With small cars dominating overall sales, it is the sales of volume cars that are slated to be the most hit. This is expected to be a particular concern for Korean brands Kia and Hyundai, currently number one and two respectively, with 42 percent of the market. The circular will certainly take out one of the three advantages of buying a new car that enabled people to go beyond their budget. 

“In our marketing we were saying to customers they can buy a premium car and pay approximately the same price as a volume car because of three things: low interest, good after-sales and thirdly, fuel consumption,” says Anthony Boukather, CEO of A.N. Boukather Group Holding, dealer for Mazda.

Such an approach led to a 25 percent spike in sales at Mazda as of the end of September. Nonetheless, Boukather thinks that despite low interest being taken out of the equation, the BDL diktat will have less impact on the premium sector. “It is going to impact volume but not the premium brands. Banks will become pickier, and only lend to those that can afford it,” he says. Other dealers think the requirement will have a broader impact as there is also an economic correlation between income and luxury brands. For instance, consumers buying the cheaper models of a luxury brand often require financing, and will consequently have to down-shift to a more affordable vehicle instead. Furthermore, more affluent consumers may hold off buying to better balance cash flow. 

“The BDL circular can have a negative impact on the upper luxury segment, as there are buyers that don’t have a trade-in, yet want to buy a third or a fourth car for their household, so an extra say 5 percent on payments can have a nasty impact. While they can afford it, they don’t necessarily want to pay a lot of cash upfront in the current situation,” says Homsi.

Time will tell the impact of the BDL circular on all levels of the market, as ultra luxury cars, at above $100,000, did remarkably well in 2014, albeit representing only 3.5 percent of the overall sector with two Rolls-Royce, two Lamborghinis, three Ferraris and 10 Bentleys sold, while in the luxury segment, 54 Maserati, 411 Land Rover, 243 Porsche, 678 Mercedes, 461 BMW, 96 Cadillac and 607 Audi cars were sold by the end of October. Indeed, in many ways the sector has muddled through the year despite the challenges, and will continue to do so, driven by the lack of public transport. 

“I am not surprised the market has done so well, as the Lebanese have always found solutions to difficult conditions. On the other side, don’t forget that we need cars because there’s no public transportation, so a car is not a luxury but a need,” says Nabil Bazerji, managing director of G.A Bazerji & Sons, distributor of Suzuki, Lancia and Maserati.

Staying visible

Despite such a constrained market, dealerships continued to invest in 2014. A new Volvo showroom was launched in September, and in October, Bassoul-Heneine opened a new Renault showroom, both pioneer facilities for the Middle East. However, one dealership intending to expand by introducing a new Chinese brand to the market recently changed its mind, despite signing a memorandum of understanding, due to national and regional instability. With it taking at least two years for a return on investment on the showroom, inventory, marketing costs and the like, concentrating on core business seems a prudent move. 

Dealerships are also continuing to market heavily, evidenced by the plethora of billboard and TV adverts for cars. “In general the industry is struggling. So to keep on doing the same volume as before, you have to invest even though you don’t want to spend too many marketing dollars as you’re not doing well on profits. But you still have to fight for market share and remain present in the market, otherwise consumers forget about you; it is harder to restart if you are out [of the public eye] for some time,” says Homsi.

Downward consolidation

The BDL circular and the constrained economic environment is making for even more competition among dealers. There is also growing pressure to offer a wide segment of vehicles that cater to all demands, with Lebanon reflecting the global move towards smaller vehicles in the A, B and C segments, instead of larger cars. What has really heated up the competition is the Japanese brands which have become more cost competitive due to the devaluation of the yen. 

“The Japanese brands are recapturing some market share, [and] reducing the gap with the Koreans with new models and better prices, but the Koreans are quite competitive and have new models, which helps them,” says Homsi. 

[pullquote]”People are looking at cars differently, as people are now talking more about safety and fuel consumption”[/pullquote]

In the past, the high value of the yen had been advantageous for the Korean brands and gave the nascent Chinese brands a boost. In 2014, the Korean brands have felt the competition — with their market share down 4 percent compared to 2013 — while Chinese brands have not continued to make the inroads they were making in 2013, when sales jumped by 60 percent on 2012. In 2014 they grew by less than 5 percent. 

“Basically the Koreans are being downgraded to the A and B segments, with low margins and a lot of competition, whereas the C segment and upwards have healthy margins, and that is the shift in the market going forward,” says Fayez Rasamny, CEO of Rymco, dealer of Nissan and Infiniti. 

While dealers are clearly keen to push C segment and above sales, outside of the cheaper brands, it is higher end small models that are also doing well, such as the Mini and the Fiat 500. 

“People are looking at cars differently, as people are now talking more about safety and fuel consumption. So for example, the top of the range smaller models are selling well and are a way to differentiate from cheap smaller cars,” says Trad.

Given such market trends, dealerships are banking on strong offerings in the smaller sized segments to carry sales forward. “Suzuki only exists in the A, B and C segments. This is to our advantage, as our sales increased this year. And we are looking to double in 2015, because there is demand in the market for these segments and the yen depreciated,” says Bazerji.

January 8, 2015 0 comments
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Editorial

Resigned to failure

by Yasser Akkaoui January 8, 2015
written by Yasser Akkaoui

The Investment Development Authority of Lebanon is in a unique position. It has autonomy to make many decisions on its own and is more or less immune from having its work disrupted by a political class that cannot make decisions. IDAL does not sit for years with its hands tied, awaiting a government decree to move forward with its plans. Nor does IDAL have its strategy reworked every time a new minister comes to power. It ought to be the most successful and properly functioning state institution this poorly governed country has. That it is not is outrageous.

In October of last year, IDAL turned 20. We should be celebrating 20 years of steady job creation and increasing foreign direct investment. This magazine should have an investigative report detailing years of IDAL’s direct contributions to GDP growth by slashing through red tape to help investors boost the economy. Instead, we have an account of how political influence and incompetent leadership have made IDAL an embarrassment.

We need more jobs. We need more investment. But attracting them requires a well thought out strategy, a strategy that navigates our weaknesses and the threats to our economy in order to draw on the extraordinary human capital this country has. Beyond baskets of incentives, IDAL requires a basket of skilled, hardworking and incorruptible leaders to serve on its board of directors.

In the corporate world, board members who don’t deliver and CEOs who fail repeatedly either step down or get thrown out by angry stakeholders. Looking at IDAL’s performance since 1994, one cannot help but conclude its leadership is, and has been, incompetent. It is hard to imagine that someone leading such an organization for over 10 years — as Nabil Itani has — can have any pride in himself or his work given how little he has done in that time.

There is no shame in admitting you are not the right person for a job. But there is shame in collecting a paycheck you didn’t earn and squandering opportunities the country so desperately needs to exploit. Itani and the board behind him are embarrassing themselves and this country. It is beyond time they all resign.

January 8, 2015 0 comments
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Leaders

Just go

by Executive Editors January 7, 2015
written by Executive Editors

When the Investment Development Authority of Lebanon was first created in 1994, hope for the economy to flourish was not such a wild concept. Lebanon was being rebuilt after the war. Times were changing. There was enthusiasm for a reconstructed Lebanon with shining new infrastructure. IDAL was to be one of the institutions spearheading the project of rebuilding the economy by marketing Lebanon abroad and attracting foreign investment.

Twenty years later, it has become obvious that the hope couldn’t have been more misplaced. As our investigation reveals, IDAL has abjectly failed to deliver (see “Shattered dreams“). Foreign direct investment has been middling at best; at some $2.8 billion in 2013, inflows were roughly the same as a decade earlier, and that’s without adjusting for inflation.

This failure can be attributed to a number of reasons. Economic decisions, decreasingly a priority for the cabinet, were ultimately relegated to the back burner. Institutionally, IDAL began to deteriorate. With a wage freeze that made it impossible to make new hires, the number of staff waned over the years, cutting IDAL’s manpower which resulted in the UNDP stepping in and appointing staff to give the authority technical assistance. The situation also hindered IDAL’s ability to update its laws and get new decisions passed through the cabinet. The same factors resulted in a board of directors that expired in 2009. Moreover, Lebanon’s government failed to come up with a global vision of the economy.

[pullquote]Much more can be done at IDAL, and its leadership needs to stop using the political situation as an excuse to fail[/pullquote]

But it is only too easy to blame the deteriorating situation for the lack of foreign direct investment. Yes, the entire Lebanese political establishment needs to change. But this is a utopian hope — are we really going to wait around for a notoriously indecisive government before we start building our country? Much more can be done at IDAL, and its leadership needs to stop using the political situation as an excuse to fail.

Currently, IDAL’s board has no strategy that would enable the authority to fulfill its legal mandate, nor is there any sign they are drafting one. This is dereliction of their responsibilities. And since the people that were put on the board have shown that they are not up to the challenge, there is no reason to keep them there.

Looking at their accomplishments, even those achieved in good times, it is clear that they have not lived up to their mandate — what is required of them by law. The role of an investment development authority is to promote investment into a country by marketing it abroad. Mandated in IDAL’s case by investment law 360, this includes conducting economic research to provide investors with information, diagnosing and promoting competitive sectors, and understanding Lebanon’s competitive advantages when marketing the country abroad. Just as they didn’t have a strategy in good times, IDAL did not brace for bad times, and the Lebanese economy suffered the consequences. It is dangerous to leave our economy at the mercy of such incompetence.

The incompetence begins with the fact that the board is expired and should have been replaced. Appointed in 2005, while Lebanon was still under Syrian hegemony, the current board has overstayed its term since 2009. Since then, the cabinet has failed to pass a decision to either change it or renew its mandate.

Moreover, the board was also appointed before there was a proper mechanism to make high level appointments in the Lebanese public sector. Before this mechanism existed, appointments were made by the cabinet, a system that failed to provide checks to make sure that qualified people — rather than friends and vassals of ministers — were appointed to important positions.

[pullquote]IDAL could have achieved much more if it had been guided by competent, visionary people with a real strategy and plan[/pullquote]

It’s time for new blood at the board level. IDAL could have achieved much more if it had been guided by competent, visionary people with a real strategy and plan. If they are not delivering, they need to go — and there should be no excuses for promptly dumping them. All it takes is a decision from the cabinet. This is the smallest change that could make the greatest impact.

There is too much at stake for our economy to be put on the backburner, and the relatively simple task of turning IDAL into a functioning institution should be a no brainer. Lebanon is in dire need of jobs and economic stimulus. The capital a competent investment development authority should attract is not only in the form of cold hard cash, but should be focused on greenfield projects that create jobs and bring in foreign expertise. This is badly needed, and a properly functioning investment development authority guided by a serious strategy could make it happen, having an important impact on the economy and the livelihoods of the Lebanese.

The cabinet must stop neglecting the economy. The very simplest way to start is to replace IDAL’s board, and ensure that this is done through the proper committee-led process that will give us qualified leaders.

January 7, 2015 0 comments
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Economics & Policy

Shattered dreams

by Livia Murray January 7, 2015
written by Livia Murray

The Investment Development Authority of Lebanon (IDAL) has “a team of people who mean well, but look at the top. Look at the board,” says Nassib Ghobril, head of the economic research and analysis department at Byblos Bank Group. Twenty years after it was formed, IDAL has failed to live up to the high hopes set up for it. The beleaguered institution has suffered from many of the political problems common across public agencies, but has also witnessed severe governance problems internally.

[pullquote]IDAL is undoubtedly conceptually a very good idea. But if the authority’s role is to promote investment in Lebanon, it is not delivering[/pullquote]

IDAL was established as part of Lebanon’s economic rebuilding program following the Civil War, at a time when the enthusiasm for reconstruction and development of the country was much greater than today. Since 1994, the institution has had a mandate to market Lebanon abroad as an investment destination for foreign capital. However, interest in the economy among the upper echelons of the government began to wane almost immediately, and the resulting disinterest has since become a major impediment to reform. “The economy is usually the top priority of any government, of any political discussion and of any political candidate for [the] presidency [or] for government. But here, in Lebanon, it’s sad to say it is not,” says Nizar Atrissi, professor of banking and finance at Saint Joseph University and former vice president of IDAL.

Some of the impediments to a properly functioning IDAL were addressed in 2001 with investment law number 360 and the introduction of a highly touted ‘one stop shop’ concept. But despite this brief reinvigoration, a potent cocktail of incompetent management, poor staffing, structural inefficiencies and political paralysis has since unquestionably kept IDAL from living up to its mandate of attracting foreign investment to the country.

The numbers speak for themselves

IDAL is undoubtedly conceptually a very good idea. But if the authority’s role is to promote investment in Lebanon, it is not delivering. Even if IDAL were responsible for all of the foreign direct investment (FDI) in Lebanon over the past couple of years, the numbers paint a bleak picture.

[pullquote]”A Byblos Bank report on selected economies puts Lebanon … behind Djibouti, Yemen and Libya” in terms of greenfield investment[/pullquote]

FDI fell to $2.83 billion in 2013, down from $3.67 billion in 2012, and from $4.28 billion in 2010, according to the United Nations Conference on Trade and Development (UNCTAD) via IDAL. Out of this $2.83 billion in 2013, IDAL processed eight projects with a combined value of $222 million, according to IDAL’s annual report. However, only three of these have been approved by the Council of Ministers, bringing the amount down to as low as $137 million, or 21 percent of FDI for that year. This is compared to previous years where IDAL processed $248 million in total investment size for approved projects in 2012, $88 million in 2011 and $178 million in 2010.

But according to Byblos Bank’s Ghobril, when examining foreign investment, greenfield figures serve as a better qualifier for new investment projects, job creation and capital investment.

Greenfield investment in Lebanon

IDAL-GFIELD

Source: UNCTAD

 

Greenfield investment in Lebanon stood at $104 million in 2013, a decline of 49 percent from $201.4 million in 2012 and a decline of 91 percent from $1.77 billion in 2009, according to Ghobril. “Greenfield investment is equivalent to 0.2 percent of GDP. That’s down from 5 percent of GDP in 2009, which itself is low,” he says.

“Not only [are these numbers] tiny, they’re declining,” he says. Indeed, a Byblos Bank report on selected economies puts Lebanon ahead of Sudan, Mauritania and Palestine in terms of greenfield investment, behind Djibouti, Yemen and Libya. “And Libya … a failed state essentially,” says Ghobril. “Basically, these figures tell you the performance of IDAL. Even if these $104 [million in greenfield investment] figures were channeled through IDAL, this is dismal.”

[pullquote]Lebanon would need to create six times the number of jobs it is currently creating over the next 10 years in order to absorb the new labor market entrants[/pullquote]

It is not that these inputs are not needed or welcomed. The projects that an investment development authority would attract would not only bring capital to the country in the form of dollar signs, but would have wider economic benefits such as creating jobs and bringing in outside expertise. In 2013, the World Bank estimated that Lebanon’s unemployment rate was at 11 percent, with the youth unemployment rate (ages 15–24) as high as 34 percent. The report estimated Lebanon would need to create six times the number of jobs it is currently creating over the next 10 years in order to absorb the new labor market entrants.

Shifting the blame

Nabil Itani, the chairman and general manager at IDAL, attributes the year on year decrease in FDI to the usual suspect: the present political and security situation, which has not only affected the willingness of investors to invest but has further hindered the ability of Parliament to pass laws. “The priorities are security, financial problems, what is happening in the budget and what is happening on the borders. All of these things are priorities and have been for all governments from 2005 till now,” he claims. “IDAL, respectively, with these circumstances, achieved a lot in promoting Lebanon, in putting Lebanon into focus,” he says.

IDAL’s ability to maneuver is certainly blocked in several important ways as the economy takes a side seat on the political agenda. “They have a lot of big, pressing issues. I don’t think IDAL is on their radar screen,” says Salam Yamout, the national ICT strategy coordinator at the prime minister’s office. And while in most countries economic development is one of the pillars of policy, Lebanon’s policy is apparently stuck somewhere else. Samir el Daher, economic advisor to former prime minister Najib Mikati, mirrors Atrissi’s complaint over the government’s economic neglect when he says, “This is a country where the political system is able to deal with only one issue, a single issue. It’s a single lane highway.”

One of the side effects of this situation is that several proposals that IDAL has made to amend the investment law, as well as recommendations to target new sub-sectors, have not been passed by the Cabinet. Instead, they sit idle, most likely alongside countless other proposals deemed secondary priorities. This certainly hinders the institution from achieving more desirable results. “An active agency is an agency that is able to continuously review its laws and improve them, implement them, do implementing decrees — which did not happen,” emphasizes Yamout.

[pullquote]”We’re supposed to have 86 employees in IDAL. We now have 21″[/pullquote]

IDAL is also one of the many institutions experiencing a public sector staff freeze. “We’re supposed to have 86 employees in IDAL. We now have 21. We have a huge shortage. That’s why we are depending on the UNDP project in accomplishing some missions,” says Itani, referring to the staff dispatched by UNDP to fill gaps in the workforce and offer technical support across public institutions in Lebanon.

But although the degradation of the political and security situation hinders FDI, it is not an excuse that everyone is willing to accept. “Oh, don’t make me cry,” says Ghobril, pointing to another problem in IDAL: “There is no vision, and there is no credible or concrete strategy to attract greenfield FDI to Lebanon. Irrespective of whether Parliament passes laws or not. You cannot sit and wait for Parliament to pass laws.”

FDI inflows

IDAL-FDI

In current dollars at current exchange rates. Source: UNCTAD

 

Ghobril argues that IDAL should have been prepared to weather the storm in such an environment. “We had stability [throughout] 2008, 2009, 2010 and part of 2011. They should have been prepared for uncertainties, because we don’t exactly live in a Scandinavian environment. We had to expect some sort of shock, political [or] military,” he says.

Trickle down obstruction

While being prepared for the worst absolutely requires an action plan, IDAL’s mission alone suggests that a strategy is needed for the institution to have any weight — regardless of the situation. To position Lebanon realistically when marketing to investors requires a global vision of the economy and an understanding of where Lebanon’s competitive advantages lie to promote the appropriate sectors.

[pullquote]There are no board meeting minutes posted online nor information on the decisions taken at these meetings[/pullquote]

At the upper echelons of IDAL sits a board of directors, which sets the strategy for the institution. The board of IDAL should consist of the chairman and six board members, three of whom, including the chairman, are full time. However, according to IDAL’s 2013 annual report, one of the full time positions is vacant. The board meets on average a couple of times per month, according to IDAL project manager Leila Sawaya el Khoury, though she could not specify if all the members showed up to each meeting. While IDAL’s website outlines the biographies of each board member, largely in engineering and business, there are no board meeting minutes posted online nor information on the decisions taken at these meetings.

When Executive spoke to Itani about IDAL’s strategy in recent years, he stated an increased focus on Lebanese diaspora as key potential investors, since interest from other investor types was waning. “Every three years we set a plan with a set of priorities,” he says. “In 2012 we looked at what is happening in the area. We realized that we cannot encourage investment from the Gulf area or from foreign investors for the time being.”

[pullquote]“You have a diaspora that wants to invest here, but they will invest rationally … They’re not going to come to Lebanon simply because they are Lebanese”[/pullquote]

But appealing to Lebanese diaspora investors and carrying on with activities as usual until everything gets better is not, in itself, a comprehensive strategy. The method of tapping into any diaspora sentiment for Lebanon is not necessarily a sure solution. “You have a diaspora that wants to invest here, but they will invest rationally. They will go where the proper incentives exist, where the proper investment climate exists, and where somebody tells them, ‘come look at why you should invest in our country,’” says Ghobril. “They’re not going to come to Lebanon simply because they are Lebanese.”

And, according to some observers, investors have not been given many reasons to invest in Lebanon. “They’re going on a tour to show what they offer: Law [number] 360 with its incentives,” says Daher. “In my view, it is not the incentives that are going to bring [investors].”

Without a concrete strategy based on an understanding of Lebanon’s assets, potential investment may fall to other countries that have done a better job at marketing themselves. An economic vision needs to be implemented countrywide, and research and diagnosis for it can still be done without passing laws or dealing with the Cabinet. But at the helm of decisionmaking of the institution, the board, it appears as though such a strategy is an afterthought.

[pullquote]The current plan comes from a board that was appointed in 2005 and whose mandate expired in 2009[/pullquote]

Past the expiration date

Although Lebanon has a storied history of trade, any vision for the future must keep up with a rapidly evolving economy, according to Atrissi. “We cannot promote the same structure, the same sectors … The world is changing, the region is changing, so we have to adapt and find our strength and our niche and build on it,” he says.

Incidentally, the current plan comes from a board that was appointed in 2005 and whose mandate expired in 2009. Having held their positions for nearly 10 years when a term is only supposed to last four, the board has remained in place as the Cabinet has failed to pass a decision to either officially renew their term or to appoint new members.

The current board was appointed before the 2005 protests that drove Syrian forces from the country, and before there was a mechanism for such high level appointments — a process introduced not long after the present board was selected. To renew the board now would mean having an independent committee choose three potential candidates for each seat, whose names would then be presented to the Cabinet.

Ideally, this new structure would help mitigate people being appointed for their connections. “It’s a reality; it’s not ideal, but at least in one specific [sect] let’s say this procedure can bring the best candidates to the Council of Ministers instead of letting the ministers decide on [whomever] has the best [leverage],” says Atrissi.

Revolution from within?

IDAL is a case study of a system broken on many levels, from the failure of the state to conceptualize an economic vision of the country and adopt needed legislation, to the failure of governance within the board, to the difficulties IDAL has in achieving its mandate and hiring staff. But not everyone at the institution is playing the waiting game.

In 2011, the UNDP program at IDAL went through a restructuring and a new team came on board under the auspices of Sawaya el Khoury. She explains that a “new team, new strategy, new functions, new staff were recruited.” The new focus was on “policy planning and research because we’re trying to develop the infrastructure of the institution, and provide information to investors,” she says.

[pullquote]The UNDP staff works side by side with IDAL’s regular staff to fill some of the manpower gaps[/pullquote]

The UNDP program is somewhat of a bone of contention, operating as a parallel structure within many public institutions in order to address so called deficiencies. UNDP is involved with many Lebanese institutions across the spectrum of political entities, in both agencies and ministries. In IDAL, the UNDP staff works side by side with IDAL’s regular staff to fill some of the manpower gaps. But this strategy itself seems to operate in parallel with the board’s — sometimes complementing it and sometimes contradicting it.

Sawaya el Khoury explains that in the three years since 2011, the UNDP team examined the mandate of IDAL in investment law, and worked on all the elements needed for the investment agency to be more effective. Much of this period was spent doing research and providing information for investors. In the next three years, she claims that they will be looking into more sector specific promotion, and are diagnosing subsectors that Lebanon can work on to be competitive. The sectors they are focusing on are IT and outsourcing, media, agrofoods and pharmaceuticals.

Though Sawaya el Khoury admits that many of the amendments they proposed are still pending, she claims that this doesn’t prevent IDAL from promoting Lebanon to foreign investors. And while it is perhaps too early to see results, this initiative is an example of how IDAL could play a greater role in the economy, irrespective of the political situation.

But activism from below — or outside — may have a limited impact as long as it and the board are not aligned in a clear vision of what they are promoting. When asked whether IDAL’s board ever posed a barrier to the new strategy, Sawaya el Khoury said that this had at times been the case. Clearly the board is not charmed in every instance by the UNDP’s new initiatives. And any tension between the two could even further limit the impact of the new strategy and pose a further constraint on the capacity of IDAL to deliver.

January 7, 2015 0 comments
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Business

Auto boom

by Paul Cochrane January 5, 2015
written by Paul Cochrane

It was business as usual for the first nine months of 2014 in the automotive and transportation sectors. Car sales were similar to 2013, and used car sales continued to drop, with low priced and new models coupled with access to easy financing keeping the sector in gear. In short, it was another good year for consumers to buy a car and another bad year in the inglorious history of Lebanese public transport.

A new traffic law based on global best practices was passed that could alter the organized anarchy that is the current ‘rule of the road’ today. All that is missing is implementation, which dealers are keen to see happen. What the sector was not as happy about was an unexpected circular from the Banque du Liban (BDL) to raise down payment requirements to 25 percent as of October 1, 2014, which could cause a drop in sales of new cars by as much as 30 percent.

[pullquote]The number of cars nationwide, at 1.42 million, is among the highest per capita in the world[/pullquote]

The continued failure this year of the Ministry of Public Works and Transportation to issue a tender for 250 public buses launched in January 2013 came as no surprise, with the $70 million needed diverted for other means, supposedly security. This has helped drive the rise in car sales for another year running, with no public buses acquired since 1998, while sales of new cars have correspondingly surged, from 19,100 in 2004, to about 35,000 per annum for the past few years. Trips by public transport on the other hand have dwindled to 19 percent of all trips in Beirut, of which 1.7 percent are by public bus.

The number of cars nationwide, at 1.42 million, is among the highest per capita in the world. While the BDL circular may press the breaks on sales, which can be viewed as a boon, there is a strong need for new cars to replace the old, less efficient gas guzzlers that are often not road-safe, with a staggering 41 percent of cars over 21 years old, and collectively 74 percent of cars over 10 years old.

The means to change this have in part been scuttled. The government was never going to be able to implement a cash-for-clunkers deal to induce people to buy a new car, but accessible loans were pushing consumers away from used car lots and into showrooms. The BDL circular will have an impact on that, leaving the public with difficult choices on how to get around.

Motorbikes offer one solution to the traffic conundrum, and sales have been rising in recent years. As people have become so tired of sitting in congestion, they have got over their hang-ups about bikes. Yet while new bike sales are rising, they are minimal at 1,500 a year, compared to the import of 50,000 used bikes. The new traffic law is supposed to ban such imports and better regulate the sector, which would be a clear boon for motorbike dealerships. 

[pullquote]Implementation of the traffic law could also raise funds for public transport[/pullquote]

The private transportation sector is now faced on the one hand with a state requirement on down payments that will negatively affect sales, while on the other, the government is not implementing a law that will bolster not just safety but also vehicle sales, particularly for motorbikes. In fact, implementation of the law would result in major changes on the roads, with points for speeding and reckless driving, while there are plans for driving tests to be re-sat, new driving license cards to be issued, and new license plates with tracking devices to be tendered.

Implementation of the traffic law could also raise funds for public transport. The 593,000 cars, or 41.5 percent, that do not undergo an annual maintenance check lose the government $60 million a year, while driving fines would further add to the state’s coffers.

If 2014 goes down as the last year of more achievable car ownership with the end of low interest rates, 2015 might see demands for changes on the roads, be it through safer roads to encourage more motorcyclists, or by acquiring public buses for those that can no longer get a loan.

January 5, 2015 0 comments
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Since its first edition emerged on the newsstands in 1999, Executive Magazine has been dedicated to providing its readers with the most up-to-date local and regional business news. Executive is a monthly business magazine that offers readers in-depth analyses on the Lebanese world of commerce, covering all the major sectors – from banking, finance, and insurance to technology, tourism, hospitality, media, and retail.

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