Tag: Industry

  • Vietnam Airlines Gains Approval for 50 New Narrow-Body Aircraft Purchases

    Vietnam Airlines Gains Approval for 50 New Narrow-Body Aircraft Purchases

    Vietnam Airlines Secures Approval for Acquisition of 50 Narrow-Body Aircraft

    Government Greenlights Fleet Expansion Plan

    Vietnam Airlines has received in-principle approval from the government to purchase 50 narrow-body aircraft, marking a significant step in its fleet modernization strategy. Notably, this deal will not require a state guarantee, allowing the airline to streamline its acquisition process.

    Addressing Growing Travel Demand

    The government’s approval, conveyed through an official dispatch from Deputy Prime Minister Ho Duc Phoc, aims to meet surging consumer demand for air travel and to replace aging aircraft in the current fleet. Vietnam Airlines plans to acquire 50 new Airbus A320 NEO and Boeing 737 MAX jets, along with 10 spare engines, for an estimated total of approximately $3.7 billion—an investment that is 1.6 times the airline’s current asset value based on its 2024 financial data.

    Modernizing the Fleet

    This acquisition is part of Vietnam Airlines’ broader strategy to phase out older A321 CEO planes. The new aircraft will enhance the efficiency and reliability of the fleet, aligning with increasing passenger expectations and operational standards. Earlier in September 2023, the airline also announced a deal for an additional 50 Boeing 737 MAX aircraft, with deliveries expected between 2027 and 2030.

    Strategic Financial Partnerships

    To support this growth initiative, Vietnam Airlines signed a memorandum of understanding with Citibank earlier this month for $560 million in funding focused on strategic projects, including the aircraft purchase. Furthermore, the airline has partnered with Vietcombank to secure additional financial resources for the acquisition.

    Future-Proofing Operations

    Looking ahead, Vietnam Airlines forecasts the need for a fleet of 52 wide-body and 112 narrow-body aircraft by 2035. Currently, the airline operates approximately 100 aircraft, including over 30 wide-body jets, showcasing its commitment to expanding its capacity to meet the demands of the growing travel market.

    In its 2024 financial report, Vietnam Airlines reported impressive figures, including over VND 113.7 trillion (approximately $4.37 billion) in revenue, transporting 22.7 million passengers and 314,700 tons of cargo, with an average aircraft utilization of 11 hours per day—reflecting a 25% increase from the previous year.

    Conclusion

    Vietnam Airlines’ strategic acquisition of narrow-body aircraft is poised to enhance its operational capabilities and address the evolving travel landscape in Vietnam. As the airline expands its presence and modernizes its fleet, the implications for the retail sector may be significant, driving increased consumer activity and enhancing travel options for millions. This move signifies not only a response to market demands but also a commitment to sustained growth in the competitive aviation industry.

  • Thailand’s Industrial Sector Takes a Leap Forward

    Thailand’s Industrial Sector Takes a Leap Forward

    The collaboration aims to support the IoT and AI Manufacturing Line Analysis Project through several key objectives. It focuses on advancing technology by promoting the integration and expansion of IoT and AI technologies within Thailand’s industrial sector.

    A core working group will be established to ensure the TGI stays ahead of technological advancements. The initiative will also create a knowledge transfer hub, serving as a central resource for sharing information on IoT and AI technologies related to production processes. Additionally, the partnership will organize seminars, training sessions, and educational activities to transfer specialized knowledge to industrial personnel and educational institutions.

    Under the terms of the MOU, Mobile Innovation Company Limited (MI) will provide significant support to the TGI, including offering training courses and technical education at no cost; supplying the necessary equipment, tools, and teaching materials; and co-organizing training sessions and educational activities aligned with the project’s objectives. In return, the TGI will develop and maintain the TGI Smart Factory room; assign dedicated staff to collaborate with MI in designing and implementing teaching content; and facilitate training, seminars, and consultations as part of the IoT & AI Manufacturing Line Analysis Project.

    Additionally, NTT Com will provide exhibits, educational materials, and services; implement related support activities such as exhibitions, training, seminars, and consultations; and promote understanding of the services and their details.

    This collaboration represents a significant advancement in Thailand’s industrial sector towards modernization and technological excellence. The partnership between TGI, MI, and NTT Com signifies a unified effort to equip Thailand’s workforce with the skills and knowledge needed to succeed in an increasingly automated and intelligent industrial environment.

  • Singtel Launches iSHIP to Provide Industry’s First All-in-One Maritime Service

    Singtel Launches iSHIP to Provide Industry’s First All-in-One Maritime Service

    Singtel has unveiled iSHIP, an all-in-one platform providing critical satellite-enabled connectivity and digital services for the maritime industry. iSHIP’s integrated services for crew and fleet management allows ship managers and owners greater flexibility and visibility of their resources and operations, enabling better well-being of the crew, vessel safety, and operational efficiency.

    Presently, nearly 90% of all goods from finished products to food, fuel, and more are shipped over the seas — with maritime trade volume set to triple by 2050. To keep ships running and global seaborne trade flowing during the pandemic, shipping companies had to rapidly digitalize critical operations such as navigation, power supply, engine control, and cargo management which were traditionally manual tasks while ensuring ship crews stay healthy and safe.

    “Our seas are a major mode of global trade and transport. But the pandemic has disrupted global supply chains and shipping operations, driving strained crews — who are more accustomed to traditional or manual processing methods — to navigate fragmented digital resources and applications. iSHIP was specifically designed to address these challenges and provide a versatile solution for shipping companies that are accelerating digital adoption and also have decarbonization and crew welfare high on their agenda. By making it easier for ship owners and operators to procure and steward digital services and resources, they can focus on keeping the world economy running, supporting billions of people who rely on our seas for food, energy and transport,” stated Ooi Seng Keat, vice president, carrier services, over-the-top & satellite, Group Enterprise, Singtel.

    Singtel is the only operator in Southeast Asia to attain the highest certification from the World Teleport Association (WTA) for providing customers with the highest quality of security, infrastructure, and operational standards for their communications needs. With the launch of iSHIP, Singtel continues leading the industry in providing connectivity support and more for the hundreds of customers and thousands of vessels sailing the seas at any given time.

    End-to-end connectivity for smart, secure and sustainable maritime operations

    Currently, ship owners and operators are required to liaise with multiple parties to procure connectivity and digital services or resources. With iSHIP, customers get all their possible maritime digital needs through one point of contact along with access to 24/7 support. Customers can select the combination of digital services they need with the assurance of Singtel’s end-to-end support, from initial provisioning and on boarding; scaling resources on an as-needed basis to resolving any technical; or service issues encountered.

    Via iSHIP, ship owners can tap on Singtel’s access to high-throughput satellites orbiting the earth to provision more bandwidth as and when required — anywhere in the world — to power fast and reliable connectivity.

    By the third quarter, iSHIP will include teleadvisory services to provide seafarers direct access to a trained medical professional, who can render assistance in situations beyond the skills of the medic onboard.

    By leveraging the latest in maritime Internet-of-Things (IoT) and data analytics, iSHIP enables ship owners and operators to improve operational efficiency and increase productivity while reducing costs, especially in fuel and operational maintenance. With data from sensors and other monitoring devices, ship owners and captains are empowered to optimize routes, workloads, and enhance quality control and quality assurance. IoT devices also help shipping companies meet the maritime industry’s ambitious goal — set in June last year — to cut carbon intensity of all ships by at least 40% by 2030.

    In addition, iSHIP provides advanced protection against malicious attempts along with education and assessment courses for ship crew to improve their cyber hygiene, thus alleviating potential human errors.

  • 6 Industries That Use Clevis Pins

    6 Industries That Use Clevis Pins

    Industrial fasteners cover a wide range of small yet essential tools that connect and secure two or more items. Although screws and bolts are the first things that come to mind, there’s one that’s widely used across several industries. They’re used in land, air, and sea equipment and are vital in ensuring the safety of both people and cargo.

    These small yet essential fasteners are called the clevis pin. Some may also refer to them as hitch pins. They join materials together and allow movement at the same time.

    Clevis pins are typically made from stainless steel that withstand sheer pressure and corrosion. They either have a flat or domed head and a shank with a hole near the end. They are inserted into pre-drilled holes and then secured with a cotter pin.

    Types Of Clevis Pins

    Clevis pins have different types and have a wide range of uses. Non-threaded clevis pins have a smooth shank, while threaded ones have grooves running across their length.

    Standard clevis pins are the most common and come in small and large sizes. Compared to standard clevis pins that only have one hole, a universal clevis pin has multiple holes to adopt different lengths.

    There are also cotterless clevis pins with a self-locking feature rather than a cotter pin to secure it in place. Grooved clevis pins work with e-clips, while a bent pin’s edge serves as a handle.

    Industrial Applications Of Clevis Pins

    If you’re curious as to how these fastening pins work, read on to discover how these seemingly small tools do a great job of handling heavy loads across several industries:

    1. Agriculture

    Clevis pins are used in farm and garden equipment. They connect trucks and tractors to wagons and carts so they can haul different types of loads and transport them on public roads. Aside from farm implements, clevis pins are also handy when rigging horses or mules for plowing.

    Frequently, clevis pins work together with towing chains to ensure that the wagon and its load do not dislodge on bumpy roads or sway tremendously due to strong winds. They keep farm produce and equipment in place to ensure safe travel on roads and highways.

    1. Automotive

    Clevis pins are also crucial in making and transporting different types of vehicles. Clevis pins move car parts along the assembly line. They are also essential components of a car’s braking system, shock absorber, and rod end for gas struts.

    They also form part of towing equipment. Clevis pins serve as connecting and locking mechanisms for cars, trucks, trailers, and others. They help transport new and even damaged vehicles from one site to another.

    1. Aviation

    The aircraft industry uses standard clevis pins to ensure flying safety. They keep various components secure despite constant vibration. Clevis pins connect cables to the carburetor of the fuel injection system of an airplane’s engine. They also work as link tie rod terminals and secondary controls.

    1. Construction

    Clevis pins also find themselves as useful components of heavy construction equipment. They are attached to girders, cranes, and other hydraulic machines to withstand heavy loads and sheer pressure. And this type of fastener is preferred by the construction industry because it can withstand rust and corrosion. What’s more, stainless clevis pins are also durable despite strong machine vibrations.

    1. Fabrication

    For the metal fabrication industry, clevis pins join metal plates or columns together. They allow efficient movement across the machine floor, especially when they work together with electric chain hoists and chain pulley blocks.

    1. Marine

    Marine vessel manufacturers prefer stainless steel clevis pins because they do not corrode despite constant exposure to sun and saltwater. These mechanical pins serve as vital fixtures of a sailboat’s rigging mechanism. Clevis pins can help you steer efficiently and ensure that your engine can perform well. They also support loads of a spar and ensure that tiller arms work perfectly.

    Reliable Clevis Pins

    In sum, clevis pins serve various industries because of their ability to securely connect materials together. It can handle heavy loads and allow movement despite sheer pressure. These simple yet effective fasteners serve as useful components for different types of land, sea, and air transport.

    Clevis pins are used in farming and garden equipment that allow the transport of farm products and supplies. They also ensure vehicles are safe through efficient braking systems. They’re also included in a towing system and secure loads while traversing public roads.

    When it comes to manufacturing, they improve assembly line processes. Clevis pins are also crucial components of various construction equipment, aircraft, and sailboats. Indeed, they are small yet reliable fasteners that keep equipment, people, and cargo safe.

     

  • Vinomofo bets on in-person events with latest acquisition

    Vinomofo bets on in-person events with latest acquisition

    Vinomofo has purchased Melbourne-based events company Revel in an effort to better ingrain itself in the events industry – betting that as life in Australia continues to move toward normality, more Australians will want to get out and attend in-person events.

    Vinomofo chief executive Paul Edginton said the deal will give the online wine firm’s customers ‘special access’ to events and offers.

    “As our customer base grows year-on-year, we are seeing demand for a more extensive offering, with tactile, engaging, fun experiences at the top of the must-have list,” Edginton said.

    “Today’s news to acquire Revel further builds our capabilities to continue meeting the growing needs of our customers who love wine, food and the adventure of experiencing it all.”

    And, Edginton hinted that more projects outside of Vinomofo’s core wine business are well underway and will be launched in 2022.

    “The time was right for us to look at new opportunities to add more diverse offers for our tribe. The Revel acquisition allows us to do this,” Edginton said.

    Revel handles a number of events in the food industry already, namely: Pinot Palooza, Game of Rhones, Mould: A Cheese Festival, and Gauchito Gil’s Malbec Day.

  • Nestlé calls on FMCG companies to help end recycling confusion

    Nestlé calls on FMCG companies to help end recycling confusion

    The Flexible Plastic Fund is a UK industry first and is being led by producer compliance scheme, Ecosurety, with support from the environmental charity, Hubbub.

    In collaboration with manufacturers, retailers and recyclers, the fund intends to improve flexible plastic recycling and reduce plastic pollution by giving the material a stable value. This will in turn increase the supply of recycled plastic enabling the industry to become more ‘circular’ and meet the forthcoming UK plastic packaging tax obligations. The fund should motivate investment in much-needed jobs and infrastructure to make flexible plastic recycling a financially sustainable system in the UK.

    New research from the University of Sheffield suggests there is strong consumer demand for recycling flexible plastic with 95% of participants saying they would be willing to recycle their flexible plastics1. Sainsbury’s and Waitrose have already signed up to support the initiative by hosting flexible plastic collection points in selected stores across the UK. Several other major retailers are set to follow suit. As a result, recycling this material will become increasingly accessible to consumers, as they will be able to recycle all types of flexible plastic packaging with participating retailers.

    With just 16% of UK local authorities2 currently offering a household collection of flexible plastics, the amounts of this material collected for recycling are low. Flexible plastics include plastic bags, wrappers, films, pouches, packets and sachets and is described as ‘plastic bags and wrapping’, ‘soft plastics’ or ‘flexible plastics’. The fund will guarantee a minimum value of £100 per tonne of recycled product to incentivize recyclers to process flexible plastic.

    The long-term ambition of the fund is to drive progress towards creating a circular, UK-based flexible plastic recycling market that allows flexible plastic recycling via household collections. As part of the UK’s drive to boost recycling, WRAP recently announced new recommendations to support flexible plastic recycling.

    Flexible plastic represented 22% of all UK consumer plastic packaging in 2019 but only 6% was recycled. This type of plastic must be processed in a different way to other plastics due to its unique properties – it often contaminates rigid plastic recycling and clogs up machinery – something that could be overcome by creating a separate flexible plastic recycling stream.

    The initiative will provide fully audited transparency – at least 80% of the plastics collected will be recycled in the UK – rising to 100% by 2023. Until 2023, where there are currently limits in UK capacity and technology, up to 20% could be exported to qualifying facilities in Europe only. All material will be fully traceable and tracked from the collector through to new products. Unlike many other schemes, recyclers will only be paid if the plastic is definitely recycled. The manufacturers contributing to the Flexible Plastic Fund will then be able to access the Packaging Recovery Notes (“PRNs”) generated by this high-quality, tracked recycling scheme.

    The recycled plastic will be turned into a range of products including non-food-grade plastic, non-food-grade film and food-grade film. Through its graded payment hierarchy, the Flexible Plastic Fund is actively incentivizing the development of a circular model of production where flexible plastic packaging can be recycled into plastic packaging, including food-grade, again and again.

    The Flexible Plastic Fund is calling for recyclers, manufacturers and retailers to get in touch to play their role in this vital scheme that is driving solutions to flexible plastic waste in the UK.

  • High costs a drag on domestic logistics industry

    High costs a drag on domestic logistics industry

    High costs and delivery failure rates continue to plague local logistics companies, which are unable to compete with foreign-owned rivals.

    Dao Trong Khoa, vice president of the Vietnam Logistics Business Association (VLBA), said the cost of logistics in Vietnam is equivalent to 20 percent of GDP while the global average is around 11 percent.

    The delivery failure rate is around 10 percent, adding to the cost of logistics as businesses have to bear additional expenses for storage and inventory management.

    The vast majority of domestic logistic companies are small ones that primarily provide low-value-added services and intensely compete among themselves.

    The lack of coordination among them means they are unable to compete with multinational companies, who have grabbed an 80 percent market share.

    Deputy Minister of Industry and Trade Tran Quoc Khanh said local logistics companies have to find new spaces to grow.

    Tran Trung Hung, general director of Viettel Post, warned they would continue to languish if there is no technical innovation, especially in digital transformation.

    Do Huy Binh, director of the digital solutions provider Smartlock, said digital transformation is key to reducing costs, and logistics companies could cut up to 30 percent of their costs. “Investment in technology is a no-brainer for logistics companies; it is a step into the future.”

    According to the VLBA, there are around 30,000 logistics companies in the country, 4,000 of them foreign-owned.

    The industry is growing at 12-14 percent annually and is now worth $40-42 billion.

  • Myanmar crisis sounds death knell for garment industry, jobs and hope

    Myanmar crisis sounds death knell for garment industry, jobs and hope

    Two years after opening his garment factory in Myanmar, Li Dongliang is on the verge of closing down and laying off his 800 remaining workers. The business had been struggling because of the Covid-19 pandemic, but after a February 1 coup that sparked mass protests and a deadly crackdown – during which his factory was set alight amid a surge of anti-Chinese sentiment – orders stopped.

    His story is emblematic of the perilous situation facing a sector critical to Myanmar’s economy, which accounts for a third of its exports and employs 700,000 low-income workers, according to UN data.

    “We would have no choice but to give up on Myanmar if there are no new orders in the next few months,” said Li, adding he has been operating at about 20 percent capacity, surviving only on orders placed before the coup, and had already shed 400 staff.

    Li said he and many of his peers were considering moving to other low-cost garment hubs like China, Cambodia or Vietnam, as big fashion brands like H&M and Primark have stopped trading with Myanmar due to the coup.

    Chinese nationals like Li fund nearly a third of Myanmar’s 600 garment factories, according to the Myanmar Garment Manufacturers Association, by far the largest investor group.

    At least two other Chinese-funded garment factories in Myanmar, employing a combined 3000 workers, had decided to close, said Khin May Htway, managing partner of MyanWei Consulting Group, which advises Chinese investors in Myanmar. She said the two firms were her clients but declined to identify them citing privacy.

    Foreign investment in garments surged in Myanmar over the past decade as economic reforms, an end to Western sanctions, and trade deals helped establish the sector as the greatest symbol of its nascent emergence as a manufacturing hub.

    Myanmar garment shipments rose from less than $1 billion in 2011, about 10 percent of exports, to more than $6.5 billion in 2019, about 30 percent of exports, according to UN Comtrade data. But the sector has been rocked by the pandemic which plunged the world into recession and choked consumer demand, resulting in tens of thousands of garment factory jobs lost in Myanmar and elsewhere in Asia. Then the coup happened.

    In the weeks that followed, many garment workers joined protests or couldn’t get to work as streets became battlegrounds. The turmoil also jammed the banking system and made it difficult to get goods in and out of the country, factory owners said.

    With international condemnation of the coup growing, European and US fashion brands last month issued a statement through their associations saying they would protect jobs and honor commitments in Myanmar.

    However, many have recently halted orders there including the world’s second-biggest fashion retailer, Sweden’s H&M, Britain’s Next and Primark, and Italy’s Benetton.

    Next said it would split its orders previously going to Myanmar between Bangladesh, Cambodia, and China, while Benetton said it would mainly move the business to China. H&M and Primark have not commented on how they will redistribute orders.

    Escape from poverty

    In Vietnam, garment factory owner Ravi Chunilal told Reuters he was starting to get more business from European buyers diverting from Myanmar.

    “They don’t want to abandon Myanmar … but it’s being forced upon them,” said Peter McAllister of Ethical Trade Initiative, a labor rights organization whose members include European high-street brands.

    McAllister said that it would be very difficult for Myanmar’s garment sector to recover if Chinese investors left.

    Anti-China sentiment has risen since the coup, with opponents of the takeover noting Beijing’s muted criticism compared with Western condemnation. It was against this backdrop that several Chinese-funded factories, including Li’s, were torched by unidentified assailants during a protest last month.

    Rights groups have repeatedly raised concerns about exploitation in Myanmar’s garment sector, where mostly women workers earn as little as 4800 kyat ($3.40) a day, the lowest rates in the region.

    But it has provided an escape from poverty for many, as workers have migrated from rural areas to the factories, mainly around the commercial hub of Yangon, and sent money back to their families.

    Khin Maung Aye, managing director of Lat War garments factory, which employs 3500 people, says the sector faces collapse if the military does not restore a democratically elected government.

    That would result in “terrible outcomes of poverty”, he said, adding that he was also staying afloat on orders placed before the coup but feared orders for next season, normally due later this month, will dry up.

    The US, which has imposed targeted sanctions on Myanmar’s military, late last month suspended trade talks with it and said it was reviewing its eligibility for its Generalized System of Preferences scheme, which reduces tariffs and provides other trade benefits for developing countries.

    That could “portend future disruption” for Myanmar’s garments sector, said Steve Lamar, president of the American Apparel & Footwear Association, which represents more than 1000 fashion brands.

    But some unions representing garment workers have called for the international community to impose tougher sanctions to press the military, even though it may further damage their industry.

    “I accept orders moving away,” Myo Myo Aye, founder of the Solidarity Trade Union of Myanmar, said through a translator. “Workers would face difficulties and hardship because there would be no jobs. On the other hand, we simply don’t accept the military regime.”

  • Steel industry expected to recover this year

    Steel industry expected to recover this year

    Vietnam’s steel industry is expected to recover this year with rising export orders, thanks to improved global demand and surging domestic consumption.

    Market leader Hoa Phat Group last month exported over 12,000 tonnes of products, mostly cold-galvanized steel, to North and South America.

    This followed an export of 10,000 tonnes in January to Belgium and Spain.

    The company targets producing 300,000-400,000 tonnes of steel products this year, 30-40 percent of which are likely to be exported.

    Its competitor Hoa Sen Group last month set a new export record of 121,000 tonnes of galvanized steel worth more than $100 million. The group has a network of over 85 countries and territories, with main markets being the U.S, Mexico, Europe, and Southeast Asia.

    Vietnam’s steel industry is expected to see growth of 5-6 percent this year, with global demand set to rise by 4.1 percent thanks to a recovery in developed markets, according to the Vietnam Steel Association (VSA).

    Other drivers for growth include expectations of rising public investment in infrastructure, the recovery of the real estate market and more foreign direct investment, said VSA deputy chairman Trinh Khoi Nguyen.

    The industry started 2021 strongly, with a 61 percent year-on-year rise in production volume to 2.65 million tonnes.

    Domestic sales in the period rose 55 percent to 2.12 million tonnes, while exports rose 53 percent in value to $553 million.

    These figures indicate robust recovery prospects this year after VSA saw half of its members reporting plunging revenues last year, especially in the first and second quarter, due to Covid-19 impacts.

    However, trade officials have warned that rising safeguard measures could hurt the industry.

    Last month, Indonesia imposed an anti-dumping duty of 3.01-49.2 percent on Vietnam cold steel sheets.

    In January, Malaysia revised duties on cold-rolled coils of alloy and non-alloy steel from Vietnam to 7.42-33.7 percent for the period between January 24 and May 23.

    The U.S. and Canada have also slapped anti-dumping duties on Vietnam’s steel products in recent years.

    The Trade Remedies Authorities of Vietnam has advised local steelmakers to diversify their markets to avoid being punished with such duties.

    Nguyen Thi Thu Trang, director of the Vietnam Chamber of Commerce and Industry’s (VCCI) WTO Center, said that steel producers need to prepare themselves with knowledge of regulations on international safeguard measures and cooperate with other countries’ trade authorities to resolve issues.

  • Aviation industry could see revival in second half of 2021

    Aviation industry could see revival in second half of 2021

    The aviation industry will recover in the second half of 2021 with the advent of coronavirus vaccines, SSI Securities Corporation has forecast.

    While it would be a difficult year since the coronavirus variant identified in the U.K. is spreading quickly and new outbreaks are emerging in many countries, “the future of the aviation industry could be brighter when large-scale Covid-19 vaccination is carried out,” SSI said. “This could only happen in the second half of 2021.”

    Airlines will mainly focus on the domestic market in 2021 since international travel would not resume until the end of 2021, and the international aviation market could recover in 2022.

    “In 2021, airlines strategies will include increasing the number of inbound commercial flights, providing better flight services and offering a range of fares so that passengers will have more options,” SSI analysts said.

    The baseline scenario is for airlines to suffer losses though they would be halved from 2020.

    The number of domestic passengers will rise to 75 million, the same as in 2019. The number of foreign visitors is expected to reach 12 million, or 34 percent of the pre-pandemic number.

    Besides the challenges posed by Covid-19, airlines also face rising fuel prices, while competition is increasing with Vietravel Airlines, Vietnam’s sixth carrier, set to enter the aviation market this month.

  • Fashion companies urged to avoid ‘greenwashing’ sustainability goals

    Fashion companies urged to avoid ‘greenwashing’ sustainability goals

    Fashion companies around the globe have been urged to avoid ‘greenwashing’ as they “fall over themselves” to make sustainability claims.

    While retailers and labels like Sainsbury’s and Fat Face have publicly committed to cutting emissions across their operations by 2040 and 2025, respectively, GlobalData apparel correspondent Michelle Russell warns they risk accusations of ‘greenwashing’ when the real issue lies in the supply chain.

    Sainsbury’s and Fatface have joined a raft of global fashion firms signing up to initiatives such as the UN Fashion Charter and the Fashion Pact, or chartering their own course to hit sustainability goals.

    Russell argues that while these commitments mark “a step in the right direction,” many of the companies who have signed up have been accused of greenwashing by spending more on marketing themselves as environmentally friendly than on reducing their environmental impact.

    “The bulk of a company’s greenhouse gas emissions, for example, are generated in its supply chain, so brands need to be taking their supplier networks into account when setting out their pledges if they are to even come close to mitigating emissions.”

    “It would be encouraging if more companies acted like Levi Strauss, which set targets in 2018 for reducing carbon emissions across its owned-and-operated facilities and global supply chain by 2025. Unfortunately, their many companies that aren’t in complete control of their whole business operations and visibility across the value chain is non-existent, or limited, at best,” says Russell.

    She adds that there is also the challenge of investment, which she believes is a huge factor holding brands back.

    According to the Carbon Trust, as much as 80 percent of a company’s total carbon impact lies outside its direct operational control making it hard to make verifiable claims about environmental progress.

    “Gucci CEO Marco Bizzarri recently issued a cross-industry call to other CEOs to implement a “360-degree climate strategy,” taking “full responsibility and accountability” for the total greenhouse emissions generated by their business activities.

    “As such, he launched the ‘CEO Carbon Neutral Challenge,’ which covers both a company’s operations and its entire supply chain,” says Russell.

    Another leader in sustainability is Maya Rommwatt, a fashion campaigner for environmental group Stand Earth. She argues that commitments such as the Fashion Charter are encouraging but don’t go far enough.

    “To get really excited, we’d like to see signatories pledge to make deeper and faster emissions cuts aligned with a pathway to 1.5 degrees, which is what current science tells us we must be aiming for if we want to reduce the worst impacts of climate change. This would mean committing to reducing absolute climate pollution in their global supply chains by at least 40 percent by 2025, setting specific renewable energy goals for their factories and mills, and pledging to avoid false solutions like reaching ‘carbon neutrality’ through mass carbon offsets.”

  • Vietnamese carmaking startup VinFast gets $950 million credit line

    Vietnamese carmaking startup VinFast gets $950 million credit line

    VinFast, which aims to become Vietnam’s first domestic car manufacturer, said it has secured a 12-year credit facility for as much as $950 million to help buy machinery and equipment from German suppliers.

    The company, a unit of Vietnam’s largest conglomerate Vingroup JSC, plans to have its first production models built under its own badge hit the streets next August. Vingroup has earmarked about $3.5 billion for the project.

    VinFast, led by former General Motors executive Jim DeLuca, showed off its BMW-based LUX A2.0 sedan and LUX SA2.0 crossover at the Paris auto show last week. Assembly is scheduled to begin next week year.

    Credit Suisse AG and HSBC were the lead arrangers and the financing agreement was guaranteed by German export credit agency Euler Hermes, Vingroup and Vinfast said in a statement.

    The statement also said that in August Vinfast completed syndication of a $400 million term loan facility led by four international banks.

  • South Korea’s outdoor-fashion industry in ‘dire’ state

    South Korea’s outdoor-fashion industry in ‘dire’ state

    South Korea’s outdoor-fashion industry is in “dire” condition according to a report by Korea Bizwire, with brands and retailers once the leaders of the fashion industry “slowly fading into obscurity”.

    Ashley Son writes that LF, the apparel affiliate of LG Group, plans to gradually shut down all Lafuma stores, a French outdoor brand, by next year.

    And Millet Edelweiss Holdings, Millet’s Korean branch, is looking for companies interested in a potential take-over.

    According to Samsung Fashion Institute, the South Korean outdoor fashion market, which was as large as 7.1 trillion won (US$6.1 billion) back in 2016, shrank to only 4.5 trillion won by 2017.

    K2 Korea’s annual sales dropped from 352.1 billion won in 2016 to 308.8 billion won in 2018. Black Yak’s yearly sales also fell, from 426.7 billion won to 387 billion won over the same period.

    Song says experts cite the overall economic downturn, excessive competition, and the rise of casual fashion as the cause of the demise of South Korea’s outdoor-fashion industry.

    Hiking apparel, once signature products made by outdoor fashion companies, have also been taken over by golf-wear brands.

    With a strong impression among South Koreans that outdoor fashion is for the older generations, younger South Koreans are also shunning outdoor brands.

    “Too many companies are competing in an overheated market, which has resulted in excessive competition as well as slower technological advances,” said a source familiar with the industry.

  • Auto Industry May Further Cut Production

    Auto Industry May Further Cut Production

    After denting the auto sector’s profitability, the consumption slowdown along with the upcoming shift to BS VI standards will further decelerate production, leading to eventual job losses. Industry insiders point out that slowdown, which is a culmination of high GST tax rates, farm distress, stagnant wages, and liquidity constraints, has led to the month-on-month sales de-growth. Besides, inventory pile-up at the dealership level and stock management of the unsold BS IV vehicles has become a problem for the sector.

    According to Grant Thornton India Partner Sridhar V., a further reduction in production due to the continuing de-growth in sales of passenger vehicles can be expected.

    “OEMs are exploring avenues to minimize cost at an operational level by deferring and tightening the spending rate,” Sridhar V. told IANS.

    “They also at times resort to production cuts to tide over this difficult phase.”

    Accordingly, the sales downturn assumes significance as the auto industry contributes to almost half of the manufacturing GDP and 11 percent of the total GST revenue.

    “With prolonged weak consumer demand, the inventories at dealer levels have peaked, necessitating production cuts by OEMs,” Richa Bulani, Senior Analyst, India Ratings & Research (Fitch Group), told IANS.

    “Production cuts may provide some short-term relief to dealers, it negatively affects the entire auto supply chain — OEMs, component suppliers, and dealers. Volume growth of components dependent on OEMs will be affected in the first half.”

    Recently, all major OEMs consisting of passenger, commercial, two and three-wheeler manufacturers have reported a massive decline in domestic sales.

    Figures from the Society of Indian Automobile Manufacturers (SIAM) showed that domestic passenger car sales in June went down by 24.07 percent to 139,628 units. The July figures are awaited.

    In the commercial vehicle segment, domestic sales were down by 12.27 percent to 70,771 units last month.

    The overall sales of two-wheelers, which include scooters, motorcycles and mopeds, edged lower by 11.69 percent to 1,649,477 units.

    In all, the total sales of the Indian automobile sector declined by 12.34 percent during June 2019 to 1,997,952 units across segments and categories.

    Consequently, sales slowdown led to a curtailment of manufacturing with the domestic passenger cars’ production coming down by 22.26 percent to 169,594 units from 218,167 units.

    Similarly, commercial vehicle production was down by 23.39 percent to 69,496 units last month. Overall two-wheelers’ production edged lower by 11.70 percent to 1,915,195 units.

    The total production of the Indian automobile sector declined by 12.98 percent during June 2019 to 2,336,138 units across segments and categories.

    “Tight control on production volumes will continue. Beyond the upcoming festive season when OEMs would expect to have sufficient volume in the channel, they would want to keep production volume output in check,” said Rahul Mishra, Principal, A.T. Kearney.

    “Volume liquidation pressures due to BS VI and the sluggish demand will not revive production output drastically for the next few months.”

  • India’s Auto Parts Makers Warn Of 1 Million Job Cuts

    India’s Auto Parts Makers Warn Of 1 Million Job Cuts

    India’s auto parts industry could be forced to slash a fifth of its five million or so workforce if the slowdown in vehicle sales continues, the president of the country’s largest industry group for auto parts makers said. India’s auto industry is in the middle of one of its worst slumps. Passenger vehicle sales fell 18.4 percent in the first quarter, and monthly passenger vehicle sales in June fell by the biggest margin in 18 years. The slump has prompted automakers to cut production and automakers and parts makers to cut jobs.

    The drop in production “has led to a crisis like situation in the auto component sector,” Ram Venkataramani, president of the Automotive Component Manufacturers Association of India (ACMA), said in a statement late on Wednesday. “If the trend continues, an estimated 1 million people could be laid-off.”

    The slump in the auto sector, which accounts for nearly half of India’s manufacturing output, has been a major factor behind the slide in economic growth to a five-year low earlier this year.

    Speaking to NDTV about the present condition of the auto industry, Jagdish Khattar, former Managing Director, Maruti Suzuki said, “The employment related to the automobile industry, direct and indirect is 35 million, which includes transportation, insurance, finance, dealership network, service, spare parts and all that. So, it’s a huge employment and not couple of million. The total output is ₹ 8.30 lakh crore.

    He added further, “The impression is manufacturers are big names, the fact is 70-80 percent of the production of the components comes from small and medium industries. Two years back, we used to have 40 per cent diesel vehicles. Today it is less than 20. Rural areas used to have 30-40 per cent sales. The rural areas are distressed today. With Euro6, the industry has invested over a lakh and fifty thousand crore. However, Euro6 hasn’t even come yet and we are talking about electric vehicles. Euro6 will increase the prices of cars, and the Supreme Court has said that you have to take three years of insurance. I mean, everything has gone wrong as this industry is concerned. Yes, it is not the only industry, others have also been affected but this industry has a very major role to play in manufacturing, employment etc.”

    “If the government was to reduce GST, it will not make much of a difference. There are far too many things. The economy should grow, people’s confidence should grow. People are losing jobs. If I’m losing a job, am I going to buy a car? No, I’m going to wait for it,” he said. Khattar also pointed out congestion, pollution, parking charges as some of the other factors against people buying new cars.

    Venkataramani said investments in the auto sector have been frozen due to a lack of government clarity on its electric vehicles (EVs) policy. He said a government plan to speed up the rollout of EVs would raise India’s import bill and damage prospects for auto components manufacturers.

    Venkataramani also called for a cut in the goods and services tax for the vehicles and auto component sector.