Runway And Terminal 6 Developments Engineering Essay

Runway And Terminal 6 Developments Engineering Essay The problem that I have decided to research and gather a greater understanding of, is the expansion of Heathrow. This is a greatly debated topic at the moment, and something that comes under scrutiney from numerous people and parties. If this work is successful it would show people that real issues surrounding the very controversial expansion, and the solutions that the expansion will solve, and the new ones that it will create. The problem I am looking at is the likely impacts of Heathrows 3rd runway and terminal 6 developments. I am going to be looking specifically at the environmental, economic and social problems caused by the possible expansion. For my research, I looked at recent news articles, websites and documents released by the government, and other organizations that look into developments like this. I think that the answer that I found with this research was that the airport should not be allowed to expand, however, Stansted airport should. The answer that I have come up with is potentially possible. Assess the likely impacts of Heathrows 3rd runway and Terminal 6 developments. On the 16th December 2003, the British Government announced its intentions for the future of air travel in the UK. This included the 3rd runway at Heathrow, as well as the 6th Terminal. There has been considerable opposition to this development, especially from Environmental Groups, such as Greenpeace. This essay will assess the likely environmental, social and economic impacts of having the third runway, and whether some of the current imapcts of the airport will be resolved. Heathrow is the UKs biggest and busiest airport. It is also one of the busiest airports in the world. It is located in the Hillingdon Borough of London. The airport is about 14 miles west of Central London. The airport has very good access with two main roads near it, these being the M4 and the M5.  [1]   From the maps, we can see the airport is located to the west of the city. As the airport has East-West runways, there are tighter operating restrictions on when planes can arrive and depart. Most of the major European airports, such as Amsterdam and Charles-de-Gaulle, are located North of South of their respective cities. Amsterdam has runways in 5 different directions, meaning that planes can arrive and depart at most times of the day without disturbing anybody. Charles-de-Gaulle has East-West runways, but can operate more freely as there is no city in its way. These airports do not run the risk of arrivals and departures over peoples house at unsociable times. Heathrow has to clamp down its operations during the night so as not to disturb nearby residents. Heathrow is operating at about 99% capacity, while Amsterdam and Charles-de-Gaulle are operating at about 70% capacity. As both these airports have at least double the current number of runways at Heathrow, they are airports that could start taking business away from Heathrow and the UK.  [2]   The government issued some strict policies for the 3rd runway. Firstly, the third runway will operate at half its capacity when it opens, (scheduled in 2020), raising the total number of flights at Heathrow from 480,000 to 600,000 rather than the 702,000 that was inteded. Secondly, the total carbon emissions from UK aviation must fall below 2005 levels by 2050. And finally, aircraft using the third runway will have to meet strict greenhouse gas emissions standards. This is the toughest climate challenge for aviation in any country in the world.  [3]   There are numerous impacts that the 3rd runway and the Terminal 6 developments could have. I have broken these down into environmental, economical and sociable reasons. The environment could be hit hard by the 3rd runway and Terminal 6 developments. Firstly, surface runoff will be increased. Surface runoff occurs when the ground cannot soak up any more water, and the excess water ends up flowing across the top of the ground. At Heathrow, this problem will be escalated by the high amount of impenetrable surfaces, such as concrete and tarmac. This extra surface runoff could cause flooding, or depending on where it is directed (if at all), it could make the drainage system fill with silt. Flooding could then become a bigger problem, or, depending on the drainage system type, erosion could occur. The erosion would be more noticeable on a natural drain, such as a river or stream. Airports use large amounts of aviation fuel and, in the winter, large amounts of de-icing fluid. This, if ending up on the ground, could get into a water source, and start contaminating water. A problem noticed at airports other than Heathrow, such as airports in countries with a colder climate and that are more prone to snow and icy conditions, would be fluids ending up in the snow. They are not visible to the naked eye, but when the snow starts melting, they become a big problem, as they usually enter a water source through surface runoff. For Heathrows latest terminal building (Terminal 5), they have designed a SWOT system. SWOT stands for storm water outfall tunnel. All surface runoff water is pumped into a specially built reservoir, 2 kms away from the airport. Before the water is allowed into the reservoir, it is thoroughly cleaned. The system is helping to reduce the environmental impact of the airport as well. Some of the cleaned water is pumped back to Terminal 5 and used in the heating system and in toilet flushing.  [4]   The lack of vegetation will mean that there is more soil infiltration taking place. Water will be absorbed quicker into the soil, which means that it will become more saturated in a smaller amount of time. This means that surface runoff may be a bigger problem at the airport when it rains. The extra runway and terminal will cause lots of extra congestion around London. This is enhanced by the airports location on the M4, and very close to the M4/M25 intersection. Any accidents in and around the airport will have a knock on effect on the surrounding roads. If people are sitting in queues, then they are using fuel without moving anywhere. The increased passenger numbers through the airport will increase pollution from cars as people will have to get to the airport. Planes will still leave the airport at their scheduled time, whether passengers are onboard or not. This means that planes are still polluting the atmosphere, but with less people on board, and the people that are not on board, are still polluting the atmosphere by being in queues. After the construction phase of the airport, any habitats that have not already been destroyed will be severely affected. The surface runoff could temporarily destroy habitats. A lack of wildlife in the area would look bad on the airport, as airports try to encourage some sort of wildlife into the area. However, birds and planes do not mix very well, as was proved on 15th January 2009, with the River Hudson plane crash.  [5]  The airport would have a lack of vegetation around it, apart from grass, and a lack of vegetation reduces humidity. A lack of humidity may cause animals to leave the area. Figure Noise pollution will become another major issue. The animals around the airport eventually get used to the noise. Humans living around the airport have to get used to the sound of the airport, but they are never satisfied, despite the lower and lower noise regulations. Figure 1 shows the current (2008) noise levels (in decibels) around the airport.  [6]   Figure 2 Figure 2 shows the predicted noise levels in 2030, again measured in decibels. As you can see, the 57 decibel mark has moved much closer to the airport. This is due to planes becoming more powerful, and quieter. This means that they can climb higher out of the built up areas. When the plane is higher, the sound of the ground is reduced, and something that is good for the environment would be that the higher a plane goes, generally, the less fuel that is uses.  [7]   Figure 3Figure 3 shows the 57 decibel mark around the airport in 2030. This map has the added feature of showing the average daily usage of each projected departure route. The 3rd runway predicted departure routes do not merge with the existing runway depature routes, this could be due to the runway only serving short haul destinations.  [8]   Figure 4The use of bigger planes, such as the Airbus A380 will help the surrounding area. This plane can carry up to 800 people, with a 1000 people varient on the way. Encouraging the use of larger aircraft could be one way that Heathrow reduces its damaging effects on the environment. At the moment, Heathrow is cutting back on noise levels. However, this has been done by not letting older planes use the airport. The effects of the noise levels being cut down are slowing, however, as there are a very limited number of older planes that use the airport. Night flights have also been reduced, and there are only a number of planes that are allowed to land at night, due to noise restrictions. http://newsimg.bbc.co.uk/media/images/44365000/gif/_44365809_heathrow_flight_paths416.gif Figure 4 shows the holding stacks used by Heathrow. These are currently situated at Bovingdon, Lambourne, Ockham and Biggin. The holding stacks are used to hold planes while they wait in line for their landing slot. With a 3rd runway only to be used for short haul flights, and at half capacity (initially), the airport could make use of the runway to get planes on the ground quicker. This means that planes are flying for less time, saving fuel and reducing pollution. This will obviously help the environment. At the end of a long haul flight, the aircraft weighs about the same as a plane that is about to start a short haul flight. As landing distances are always shorter than take off distances, the 3rd runway could be used to help get planes on the ground. It should be pointed out that the diagram is for the current two runway layout that the airport already possesses. This does not take into account any holding stacks that could be made by the new runway, or holding stacks that have to be moved or made nonexistent for the future. The airport could end up with its own microclimate due to the darker surfaces absorbing heat and releasing it slowly throughout the day. This could make the temperatures at the airport 1-2 °C warmer. As the air is warmer, it will be able to hold more moisture. Warm air rises until it reaches the dew point, and then it will start to form clouds. The clouds will eventually release the moisture as rain. The airport could be wetter by between 5 and 10%. The pollution around the airport will increase the effect of the clouds, as raindrops form around pollution. At the airport, there would be lots of pollution, and so lots of rain will be forming here. There will be less humidity around the airport (as mentioned earlier, due to the lack of vegetation). Even though there will be more rain, the airport will be hotter, so the moisture will be evaporated quicker. And as the prevailing wind direction is from the west, the clouds and rain could be moved over the main city of London. In microclimates, sometimes the wind is altered. At Heathrow, it depends on where you are, as to how the wind has been altered. The prevailing wind direction is from the west (heading east). A lot of the buildings at the airport are North-South facing (even more so when Terminal East is built), and so you will be protected from the wind more when you are between these buildings. There are going to be numerous social impacts of the airport being expanded. The residents of the area that Heathrow most directly affects (West London) are going to have noticeable impacts on their day to day life if/when the third runway are built. Firstly, the airport will be busier, meaning that the noise from the airport will start earlier, and may also be louder. The airport has a policy that no planes should land before 5 am, unless it is an emergency, however, British Airways have a flight from Honk Kong that lands at 4:30 am every morning.  [9]  This disrupts residents, and as a result, many suffer from lack of sleep. The sound from the planes taking off is heard all day long. Even in the areas that are not classed as noise affected, the plane noise is very loud, and pretty much constant. Residents complain that after one plane has gone out of ear shot, another plane enters, and the cycle starts all over again. Some residents health is going to be affected by the airport expansion, mainly because air pollution will increase. Asthma in young children is severely affected by air pollution. Apparently, Heathrow already breaks the EU regulations on nitrous oxide. Even more flights would mean that the levels of this gas would be greater than ever before. A lot of efforts to make airport noise quieter normally mean that more nitrous oxide is produced. Sipson, a village near the airport would have to be cleared for this 3rd runway. The village would lose about 700 homes, a church and eight grade II listed buildings and graveyard would have to be bulldozed to make way for the new transport links. The noise levels from the airport would be greater as there would be more flights. BAA has said that the noise levels would not exceed 2002 noise levels. However, in 2002, Concorde was still operational. The noise from just one Concorde flight every 4 hours is the equivalent of 120 flights, one every two minutes, spread of the same time period. Also, with the noise pollution, the diagram on page 3, showing the 57 decibel mark is a true diagram. However, noise annoyance does start at around 50 decibels. There are only 258,000 people living within the 57 decibel mark region, but there are over 2 million people living in the 50 decibel area.  [10]   Lastly, there are going to be economical impacts to do with the expansion. The government have outlined some figures on what the runway will bring to the economy, and what it will cost the economy. The figures are shown below: Generated user benefit + £9 Billion Producer benefit + £5 Billion Government revenue + £3 Billion Climate costs - £4.8 Billion Building costs - £6.8-7.6 Billion Tourism An undecided positive amount Other costs/benifits - £0.3 Billion Total net economic benefit + £5.1-5.9 Billion The terms in the above table are defined as: The Generated user benefits are the economic benefits to future passengers who will be taking a flight in the future, when flying is cheaper. The flying will be cheaper, as the more capacity an airport has, the cheaper the flights. The Producer Benefit and Government Revenue figures are benefits due to the extra revenue that the airports operators gain and the greater tax revenue the government gets, due to greater passenger numbers. Climate costs are an estimation of the cost of the damage caused by the additional emissions from the extra aircraft using Heathrow. Building costs are the estimated building costs of building the 3rd runway, and the extra infrastructure that it needs. Other costs and benefits are estimations of the damage caused by the extra noise pollution, and other costs that may not be documented. Tourism costs are a figure that is harder to define, mainly because the extra runway could be used in two ways. Tourists could come to the UK and boost the economy over he re, or people from Britain could be going abroad on holiday, meaning they boost the economy of other countries.  [11]   Figures of about  £30 Billion over 60 years have been forecasted, however, the initial figure has been released of around  £5.5 Billion over 60 years. BAA (the airport owner) has said that the runway could be worth as much as  £7 Billion a year. This is due to the current economic climate and the growth of air travel at the moment. When we come out of the recession, this figure will no doubt be massively increased. The extra money that would be created due to the runway would not be directly associated with the airport. The runway would create extra jobs, and mean that London becomes an even bigger international business location. The 6th Terminal has not been mentioned in these prices, but more jobs would be created in the process of this terminal being built, and being made operational. The airport would have to employ more staff to keep the Terminal functioning properly. The runway would manage to reduce delays and increase the frequency of flights. This means that people could be more productive (especially business people) as they would not be travelling for as long to foreign destinations. The average cost of a minute delay in a plane is  £23.40 (In 2005 prices). Taking into account the average plane delay time at Heathrow in 2005 and the cost of a delay, the total cost of delays to all the airlines operating at Heathrow was estimated to be more than  £185 million. The 3rd runway should help to reduce delays, meaning that money is not going to be spent on delayed planes. It should be mentioned here, that not all flights are delayed due to airport capacity. Sometimes passengers do not turn up for their flights, and their luggage needs to be unloaded, adding to the departure time, and effectively delaying planes. The weather can also mean that planes are delayed. Sometimes, airports are closed due to the weather. However, Heathrow airport is rar ely closed due to the weather. Destinations within the UK would be more easily accessible as well. The new runway and Terminal may allow extra destinations to be reached by the airport, reducing the need for transfers at airports outside of the UK. The delays in the runway being built are losing the UK economy an estimated  £900 million to  £1.1 billion each year.  [12]  This is a serious amount of money, and in the current economic climate (3rd quarter of 2009), could be money that would really help to boost the economy within the UK. This money would mostly be spent on jobs and tax meaning that many unemployed people in London and the surrounding area would find direct employment with the airport, and people further afield would be able to find jobs to do with the airport, but not necessarily at the airport. There are other alternatives to expanding the airport. These would eradicate the problems associated with the current site of the airport, and they would also enable the UK to increase its airport capacity. The new sites that have been considered include an airport in the Thames Estuary, Maplin sands, near Southend-on-sea in Essex and expanding Stansted. The planning and evaluation stage of Maplin sands didnt get going as there was a lack of public money for this project. Expanding Stansted airport has been another option that has been deeply explored. If Stansted had two runways, then it would have a higher passenger capacity per year than Heathrow does. Also, it would be able to have flights going during more hours of the day than Heathrow does, due to the operating restrictions surrounding each individual airport. There are plans for Stansted to have up to 4 runways, considerably increasing its passenger capacity, and making it the busiest airport in the world. The airport in the Thames Estuary would have virtually all its flights leaving over the North Sea, meaning that noise pollution would not affect anybody and the airports actions would have minimal impact on people if the airport was built in the estuary. Since the 1960s, 13 major cities have moved their main airports from inside the cities to the outskirts of the cities. These include Paris, Milan and New York. The most recent and noticeable airport move would be Hong Kong International airport. The government spent 6 years and $20 Billion on construction of an artificial island for the airport, building the new airport, and linking the airport to the city with a high speed bullet train. The main reasons for not moving Heathrow would be the money issues. The expansion has already had  £65 million spent on it, and the spending has to come to a stop. This is because the Labour party are the only party that are pushing forward for the expansion and there is not much point spending any more money if the airport will not be allowed to expand under a new government. If the government decide to move the airport, building the 6th terminal and 3rd runway would have been a waste of time and money. In conclusion, therefore, the Heathrow expansion does have numerous problems surrounding it. Some problems that the current airport has are solved, but these solutions mean that more problems will be caused. Some of the solutions for the airport as a whole are very promising, such as building a new airport, or expanding Stansted. However, these will inevitably bring new problems. In my opinion, the airport should not be closed down, nor should it be expanded. They should simply finish building the current Terminal East, and leave the airport as it is. Stansted should then be expanded and some of Heathrows daily flights moved there. Heathrow airport would then be able to carry on as it was, without having any extra problems created. As BAA own Stansted anyway, they would still be getting a greater income, but without having to expand Heathrow. There are lots of questions surrounding the expansion of Heathrow airport, and in my opinion, I do not think that the expansion should go ahead . The problems that it would solve would not counteract the problems that would be created.

Food and Beverage in Indonesia Essay

This document is one of a series of free information tools for exporters produced by New Zealand Trade and Enterprise. New Zealand Trade and Enterprise provides a wide range of standard services and sophisticated solutions that assist businesses through every stage of the export process. For information or advice, phone New Zealand Trade and Enterprise on 0800 555 888, visit www. nzte. govt. nz, or contact your New Zealand Trade and Enterprise client manager. CONTENTS 1 MARKET STRUCTURE 1. 1 Market Overview 1. 2 1. 3 1. 4 1. 5 1. 6 2 2 Market Drivers Market Potential Import Trends Key Players in the Market Regulatory Sustainability 3 3 6 7 7 8 9 11 12 12 12 12 13 13 14 MARKET ENTRY AND DEVELOPMENT 2. 1 Market Entry Strategies 2. 2 2. 3 2. 4 2. 5 Points of Differentiation Long Term Strategic Issues for Exporters to Consider Distribution Channels Pricing 3 MARKET RESOURCES AND CONTACTS 2/ Exporter Guide | Indonesia | Food and Beverage | February 2012 1 MARKET STRUCTURE Indonesia is the world’s fourth most populous country with a population of 232. 5 million in 2010, and the largest economy in Southeast Asia. In 2011, New Zealand’s food and beverage exports totalled US$468. 3 million, making Indonesia New Zealand’s 11th largest export destination. i In November 2011, Indonesia provided formal notification of the completion of its internal ratification procedures to enable the ASEAN – Australia – New Zealand Free Trade Agreement (AANZFTA). From 10 January 2012, AANZFTA will open up considerable opportunities for New Zealand businesses. The agreement will allow duty / tariff free access to over 90 percent of New Zealand goods and services by 2015. ii 1. 1 Market Overview In 2010 and 2011, dairy and meat products comprised over 76 percent of New Zealand’s food and beverage exports to Indonesia (2010: US$363 million; 2011: US$381 million). In 2010, Indonesia’s dairy and meat market was worth an estimated US$2 billion. The majority of the population in Indonesia, approximately 85 percent, are Muslim and all slaughtered food and meat (excluding pork) must have halal certification. iii 3/ Exporter Guide | Indonesia | Food and Beverage | February 2012 1. 1. 1 Market by product category Packaged food In 2010, Indonesia’s packaged food market was valued at US$19. 1 billion. The sale of impulse and indulgence products (i. e. chocolates) grew due to increasing affluence. Nutrition and staples (i. e. rice) grew by 31 percent in 2010. Canned / preserved food had a high growth rate of 20 percent in 2010. Indonesia: Sales of Packaged Food by Category: Value 2005-2010 in million USD 2007 Packaged Food – Total Nutrition/staples (i. e. rice) Dried Processed Food (i. e. dessert mixes, instant soup) Impulse and Indulgence Products (i. e.chocolate coated biscuits) Bakery Dairy Noodles Baby Food Confectionery Meal Solutions (i. e. tomato pastes). Sweet and Savoury Snacks Oils and Fats Sauces, Dressings and Condiments Frozen Processed Food Ice Cream Canned/Preserved Food Chilled Processed Food Spreads Meal Replacement (i. e. breakfast bars) Pasta Ready Meals (i. e. instant pasta) Snack Bars Soup 13,110 7,876 4,089 4,148 2,111 1,484 1,340 1,257 1,287 1,086 779 759 477 263 245 200 63 62 13 11 4 0. 9 3 2008 14,307 8,798 4,642 4,318 2,201 1,540 1,487 1,398 1,329 1,190 812 909 499 306 269 230 68 65 15 12 4 3 3 2009 14,817. 9,167 4,909 4,404 2,238 1,596 1,526 1,496 1,360 1,244 832 845 510 327 278 251 68 66 16 13 4 3 3 2010 19,100 11,959 6,515 5,506 2,781 2,026 1,999 1,967 1,704 1,634 1,054 1,039 653 439 356 346 86 82 21 17 5 4 4 Source: Euromonitor International (NB: IDR/USD currency; [2007] 9141, [2008] 9699, [2009] 10389. 9, [2010] 9090. 4) 4/ Exporter Guide | Indonesia | Food and Beverage | February 2012 Fresh food In 2010, the fresh food market in Indonesia had a total volume of 48. 1 million tonnes, making Indonesia the fifth largest fresh food market in the world. During the period 20052010, demand of fresh food increased by 13 percent. iv Indonesia: Fresh food market in Indonesia in million tonnes Starchy Roots Fruits Vegetables Fish and Seafood Meat Sugar and Sweeteners Eggs Nuts Pulses 2007 14,985 10,386 9,095 5,016 1,969 1,778 743 671 222 2008 15,148 10,786 9,356 5,153 2,024 1,825 761 700 224 2009 15,309 11,147 9,613 5,291 2,078 1,872 777 730 227 2010 15,455 11,489 9,868 5,432 2,138 1,914 794 762 230 2011f 15,582 11,787 10,119 5,592 2,188 1,952 808 798 234 Source: Euromonitor International (NB: 2011 forecasts) Wineiv In 2011, the Indonesian wine market was worth approximately US$32 million (RP 275. 4 billion) and retail sales totalled 3. 1 million litres. Wine accounted for only 3 percent of total alcohol sales. Beer is considerably more popular as an alcoholic beverage. During the period 2008-2010, wine volume sales declined by 6 percent. While prices increased, the demand from Indonesian consumers with high disposable incomes and expatriates remained and the number of wine enthusiasts in Indonesia grew. The growth was influenced by western culture and wine events such as wine tasting, wine dinners and classes. The wine market showed an increase in sales by value of 61 percent during the period 2008-2010. v Indonesia: Wine Sales Off-trade Value in million USD Off-trade Volume in million litres 2006 12. 0 3. 3 2007 14. 0 3. 4 2008 15. 0 3. 4 2009 16. 0 3. 3 2010 28. 0 3. 2 2011 32. 0 3. 1 Source: Euromonitor International (NB: IDR/USD currency; [2006] 9159. 3, [2007] 9141, [2008] 9699, [2009] 10389. 9, [2010] 9090. 4, [2011] 8696. 1) 1. 1. 2 Market by distribution channel Mass grocery retail In 2011, traditional retailers, comprising small independent stores and open air markets, accounted for an estimated 77 percent of the total retail sales. vii 5/ Exporter Guide | Indonesia | Food and Beverage | February 2012 In the organised retail sector, Hypermarkets had the largest market share in 2010, with US$13. 6 billion in sales, followed by supermarkets (US$11 billion) and convenience stores / mini-markets (US$5 billion). During the period 2005-2010, supermarket sales increased by 112 percent, followed by hypermarkets (109 percent) and convenience stores / mini-markets (105 percent). Mass Grocery Retail Sector – Estimated Number of Outlets 2005 Total Convenience Stores / Mini-Markets Supermarkets Hypermarkets Source: Business Monitor International 2006 7,154 3,337 3,173 644 2007 8,530 3,953 3,830 747 2008 9,429 4,334 4,297 798. 2009 10,572 4,871 4,801 900 2010 11,524 5,299 5,252 973 5,912 2,758 2,652 502 1. 2 Market Drivers The following are viewed as key drivers for the food and beverage market in Indonesia: ? The food and beverage market in Indonesia grew in 2010, recovering from the worldwide recession. Purchasing power of middle and upper income consumers revived with an increase of disposable income. Political and economic conditions stabilised and the number of modern retail outlets and food service retailers grew. vi Consumers are embracing the health conscious trend seen throughout the world, as a result of exposure to health education through the media. vi To meet the increasing demand of educated and health conscious consumers, the Indonesian government has taken on initiatives such as the Merauke Integrated Food and Energy Estate project. Through this US$5 billion project, the government expects to produce almost 2 million tonnes of rice, 2 million tonnes of corn, 2. 5 million tonnes of sugar, 937,000 tonnes of palm oil,167,000 tonnes of soy beans and grazing land for 64,000 cattle. vii In April 2010, taxation on wine increased significantly resulting in an increase in wine prices. Approximately 45 percent of the cost paid by consumers is tax, including sales tax (VAT), excise and import tax. v While traditional markets still account for the majority of retail sales, they face greater pressure on market share as modern retail becomes more popular. While the government tried to discourage the rapid spread of modern retail, it wasn’t successful in enforcing its legislative regulations and modern retailers increased in numbers by using fake permits in some cases. iii ? ? ? ? 6/ Exporter Guide | Indonesia | Food and Beverage | February 2012 1. 3 Market Potential The overall food consumption is forecast to grow by a compound annual growth rate (CAGR) of 9. 1 percent to 2015. vii Modern retail, such as hypermarkets are projected to increase in numbers as urban centres expand and demand increases for convenience and added-value products (i. e. rice and noodle ready-meals). However, most consumers in Indonesia remain price sensitive and private label will be a popular alternative as it is perceived as good value rather than cheap. vii The sale of alcoholic beverages is expected to decline with a CAGR of 2. 3 percent during 2010-2015. However, wine is forecast to grow with a CAGR of 1. 4 percent during 20102015 as wine is perceived to be a healthier option than other alcoholic beverages such as beer. v Indonesia has a massive youth population of around 40. 9 million, aged between 15 and 24. This age group tends to be more westernised compared to the older population and is projected to drive demand for mass market products such as confectionary goods. vii There are opportunities for products targeted to improve the condition of specific health problems. These products include calcium fortified milk to prevent osteoporosis, dairy milk for nursing mothers, baby food and products for weight and cholesterol reduction. vi 1. 4 Import Trendsvii In 2010, Indonesia imported an estimated US$8. 1 billion, a growth of 25 percent from 2009. Indonesia is relatively resilient to global trade volatility but reliant on dairy and poultry imports to meet demand. Indonesia: Food and Beverage Trade in million USD 2009 Exports Imports Balance 18,756 6,476 12,280 2010e 24,765 8,120 16,645 2011f 30,406 9,573 20,833 2012f 36,517 11,233 25,284 2013f 43,492 13,172 30,320 2014f 52,167 15,598 36,563 2015f 62,034 18,448 43,585 Source: Business Monitor International (NB: 2010 estimate; 2011-2015 forecasts) 7/ Exporter Guide | Indonesia | Food and Beverage | February 2012 1. 5 Key Players in the Marketvii Food and beverages Nestle Indonesia had the highest market share with sales of US$23. 2 billion in Indonesia and Papua New Guinea. Nestle has a market leading position in the dairy sector and in its instant noodle category, operates a 50-50 joint venture with Indofood Sukses Makmur. One of Indonesia’s key players in alcoholic beverages is Multi Bintang with 414 employees and US$209. 5 million in sales in 2010. Indonesia: Key Players in the food and beverage market Company Nestle Indonesia Indofood Sukses akmur Terbuka Unilever Indonesia PT Charoen Pokphand Indonesia Mayora Indah Tbk Sari Husada PT Malindo Feedmill Tbk PT Siantar Top Tiga Pilar Sejahtera Food Sub-sector confectionery and dairy miscellaneous food dairy and tea meat and Fish confectionery formula and baby food miscellaneous food Snack food Snack food and instant noodles Sales (US$mn) 23,238** 4,493 2,303 1,764 845 317e 238 89 83 Yearending Dec-10 Dec-10 Dec-10 Dec-10 Dec-10 2010 Dec-10 Dec-10 Dec-09 No. Of employees 1,232 64,200 3,308 7,095 4,407 902 2,144 4,292 1,925 Year Established 1971 1990 1933 1972 1977 1954 na 1970 na Source: Company Investor Relations, BMI (NB: e = estimate, na = not available, **Includes Papua New Guinea) Mass Grocery Retail Hero Supermarket Tbk had the largest sales within the mass grocery retail sector with US$8. 97 billion in 2010. Hero has a broad range of store formats and offers lower value products while Carrefour, the biggest foreign retailer in Indonesia, dominates the upper end of the market. 8/Exporter Guide | Indonesia | Food and Beverage | February 2012 Key Players in Indonesia’s Mass Grocery Retail Sector, 2011 Parent Company PT Hero Supermark et Tbk PT Sumber Alfaria Trijaya Tbk PT Matahari Putra Prima Tbk Country of Origin Indonesia / Hong Kong Sales, US$ mn 8,971 Financial year 2010 Brand Hero Giant StarMart Indonesia 1,645 2010 Alfamart Alfa Minimart Foodmart Hypermart Cut Price PT Carrefour Indonesia PT Makro Indonesia ** PT Ramayana Lestari Sentosa Tbk PT Indomaret Prismatama PT Lion Superindo PT Alfa Retailindo Tbk France / Indonesia Netherlands Indonesia. Indonesia Belgium / Indonesia Indonesia 1,570*** 656e 639 500e 431* 187 2010 2010 2009 2010 2010 2010 Carrefour Makro Ramayana Indomaret Super Indo Alfa Alfa Grosir Gelael Format Supermarket Hypermarket Convenience Store Supermarket Convenience Store Supermarket Hypermarket Discount Store Hypermarket Supermarket Cash & Carry Supermarket Convenience Store Supermarket Supermarket Supermarket Supermarket No of outlets 120 38 125 4812 Indonesia 1,615 2009 25 52 9 63 16 20 104 5,174 74 35 8 11. Source: Company Investor Relations, BMI (NB: e = estimate,*Based on Delhaize Group Rest of World Sales,** South Korea’s Lotte acquired Makro in October 2008,***Based on Carrefour’sIndonesia sales. ?Includes franchised, independent stores) 1. 6 Regulatory Information provided in this section is for reference only. When negotiating supply contracts and before beginning actual export, companies are advised to consult closely with their importer or distributor. Duties and tariffs Under AANZFTA there will be tariff free access to more than 90 percent of New Zealand goods by 2015, and the majority of these are food and beverage products. 9/ Exporter Guide | Indonesia | Food and Beverage | February 2012 Alcoholic beverages in Indonesia including wine are strictly regulated due to the Muslim Law. Wines are subject to 10 percent value added tax (VAT), import tax of 150 percent and income tax of 25 percent. Category A B C Classification Alcoholic beverage with 1-5 percent ethanol content Alcoholic beverage with 5-20 percent ethanol content Alcoholic beverage with 20-55 percent ethanol content Import duty USD 1. 57 / litre IDR 14,000 / litre USD 6. 18 / litre IDR 55,000 / litre USD 14. 00 / litre IDR 125,000 / litre Excise Tax USD 1. 25 / litre IDR 11,000 / litre USD 4. 5 / litre IDR 40,000 / litre USD 14. 61 / litre IDR130,000 / litre For more information, visit the Directorate General of Customs & Excise at www. beacukai. go. id or the AANZFTA at www. asean. fta. govt. nz. Licensing and registration requirements Prior to importation of food, companies must follow a registration process which involves a fee of Rp 150,000-3,000,000 (approximately NZ$17-345). The documents needed to register include: ? ? ? ? ?a letter that guarantees safety, quality, nutrition and labelling an authorisation letter from the manufacturer health certificate or certificate of free sale issued by authorised deputy from country of origin an audit report of distribution facilities from NADFC (National Agency of Drugs and Food Control) provincial office. copy of registration approval letter from the NZ company’s importer For more information on licensing and registration, visit National Agency of Drug and Food Control at www. pom. go. id Labelling requirements. All imported food and beverages need to be labelled in Indonesian language and must contain: ? ? ? ? brand name name of product (type of food) list of ingredients net weight or net content or drained weight (if applicable) 10/ Exporter Guide | Indonesia | Food and Beverage |. February 2012 ? ? ? name and address of parties that produce or import the products into Indonesia registration number date, month and year of minimum durability For more information on labelling, visit the National Agency of Drug and Food Control at www. pom. go. id. Quotas New Zealand wine exports are subject to Indonesia’s import quotas. The Indonesian government increased the import quota for wine to 225,000 cases in 2009, from 80,000 cases in 2008. The number of cases of wine imported in 2008 and 2009 were 77,485 and 191,953 cases respectively. Error! Bookmark not defined. Indonesia has also recently imposed beef quotas which are being reviewed regularly. Halal Halal certification in Indonesia is required for all food derived from animal products, and recommended for companies whose products are targeting the mass retail market. Exporters are advised to check this closely with their importers or distributors in Indonesia. The Federation of Islamic Associations of New Zealand (FIANZ) is recognised by the Indonesian Ulama Council (MUI) for certifying products in New Zealand. They can be contacted at fianz@ztra. co. nz. For more information on the overseas market access requirements (including halal requirements), visit the New Zealand Food Safety Authority at www. foodsafety. govt. nz For more information on halal, visit the MUI at www. halalmui. org 1. 7 Sustainabilityviii The Indonesian Government encourages companies to use sustainable packaging and recyclable materials through tax incentives and an awards system. The government plans to boost the environmentally friendly packaging through Industrial Regulations in Indonesia (RUU Perindustrian). Alternatives to plastic packaging such as vegetable material or bio-plastic packaging have been welcomed by the market. Bio-plastic is made from biotic materials (i. e. corn, cassava or micro-biota) and the material is easier to decompose. A national water company, PT Aqua Golden Mississippi, is currently developing a water bottle from vegetable material. The Indonesian Nanotechnology Society is researching a thinner plastic bottle which can be decomposed in 4 to 8 weeks. 11/ Exporter Guide | Indonesia | Food and Beverage | February 2012 2 MARKET ENTRY AND DEVELOPMENT 2. 1 Market Entry Strategies Indonesia is a price sensitive market, but with the growth of the new generation of middle and high income consumers, the quality of products is of greater importance. Branded and high quality food and beverage products are in demand. The middle high income segment is paying more attention to healthy products as the new generation becomes more health conscious. Indonesian consumers prefer internationally well-known brands and imported products, particularly for their children. In 2010, the government approved a number of import licences for alcoholic beverages. There were previously only 2 companies with import licences but now more than 20 companies have secured a licence. To acquire an import licence, a company needs to have at least 20 brands in its portfolio. It is recommended that New Zealand food and beverage products focus on Jakarta (with a population of 9. 6 million), Surabaya (4 million) and Bali (4 million). Jakarta and Surabaya are big markets in their own right but are also distribution hubs to the east and western parts of Indonesia. Bali is a popular tourism destination and there is a demand for quality products from hotels and restaurants. 2. 2 Points of Differentiation New Zealand is known in Indonesia as a producer of fresh, clean, high quality and healthy products. However, the market holds little knowledge about the range of products New Zealand sells. New Zealand companies need to continuously promote the overall New Zealand image for the benefit of their products. 2. 3 Long Term Strategic Issues for Exporters to Consider Recently a number of new regulations were introduced, which are aimed at protecting local producers of horticultural, agricultural and dairy products. Political issues and corruption are still a major issue in doing business in Indonesia. All imported food and beverage products must be registered by Indonesia’s National Agency for Food and Drugs Control (BPOM). New Zealand food and beverage exporters are advised to check with their Indonesian customers or partners what the exact process is. The specified time limit for BPOM to issue registration is 45 working days, but in the past it has taken 6-12 months. 12/ Exporter Guide | Indonesia | Food and Beverage | February 2012 2. 4 Distribution Channels. The best market penetration strategy is to appoint a local importer who has an established network across Indonesia. This will enable New Zealand businesses to access the retail market and also the HORECA (hotel, restaurant and catering) markets. Importers will undertake the product registration on behalf of New Zealand companies. New Zealand companies must provide the necessary documentation including a letter of appointment for the Indonesian importer. 2. 5 Pricing New Zealand products face stiff competition from other imported products, particularly products from Asian countries. With the right pricing and product positioning strategies, Indonesian consumers are willing to pay for premium products. Mark-ups for imported products will include: ? ? ? import agent fees custom duties value added tax (VAT) of 5-10 percent 13/ Exporter Guide | Indonesia | Food and Beverage | February 2012 2. MARKET RESOURCES AND CONTACTS ASSOCIATIONS /ORGANISATION ASEAN New Zealand Combined Business Council Halal Indonesia The Federation of Islamic Associations of New Zealand (FIANZ) WEBLINK www. asean. org. nz www. halalindonesia. org/ www. fianz. co. nz/index. php Indonesia National Agency of Drug and Food Control www.pom. go. id ASEAN Australia New Zealand Free Trade Agreement Guide Ministry of Health Republic of Indonesia Directorate General of Customs & Excise. TRADE EVENTS InterFood Indonesia Fish and Seafood Indonesia Agri Indo Jakarta Fashion & Food Festival OTHER NZTE PUBLICATIONS Indonesia Country Brief Wine Market in Southeast Asia Food and beverage in the hotel, restaurant and institutions market in Southeast Asia www. asean. fta. govt. nz www. depkes. go. id/en/ www. beacukai. go. id WEBLINK www. interfood-indonesia. com www. fisheryandseafoodexpo. com www. agri-indo. com www. jfff. info WEBLINK www. nzte.govt. nz www. nzte. govt. nz /www. nzte. govt. nz Disclaimer: This publication is provided to you as a free service and is intended to flag to you market opportunities and possibilities. Use of and reliance on the information/products/technology/concepts discussed in this publication, and the suitability of these for your business is entirely at your own risk. You are advised to carry out your own independent assessment of this opportunity. The information in this publication is general; it was prepared by New Zealand Trade and Enterprise (NZTE) from publicly available and/or subscription database sources. NZTE; its officers, employees and agents accept no liability for any errors or omissions or any opinion/s expressed, and no responsibility is accepted with respect to the standing of any firm/s, company/ies or individual/s mentioned. New Zealand Trade and Enterprise is not responsible for any adverse consequences arising out of such use. You release New Zealand Trade and Enterprise from all claims arising from this publication. New Zealand Trade and Enterprise reserves the right to reuse any general market information contained in its reports. i ii iii iv v vi vii viii Euromonitor International, 26 August 2011. Indonesia: Country Profile APNZ, 15 November 2011. Indonesia to join regional FTA. The New Zealand Herald. Retrieved from www. nzherald. co. nz Euromonitor International, 9 August 2011. Consumer Food Service in Indonesia. Euromonitor International, 2011. Market sizes, Indonesia Euromonitor International, February 2011. Alcoholic Drinks – Indonesia Euromonitor International, November 2010. Packaged food – Indonesia Business Monitor International, August 2011. Indonesia Food & Drink Report Q4 2011. Euromonitor International, April 2011. Packaging – Indonesia 14/ Exporter Guide | Indonesia | Food and Beverage | February 2012.

Physician Assisted Suicide For The Terminally Ill Essay

Physician assisted suicide for the terminally ill is one of the most debated policies in America. Physician assisted suicide (PAS) is only considered a when a patient has a terminal illness and expresses their right to end their life with a physician. This scenario typically takes place when a patient is suffering severely from a terminal illness and it is only a matter of time before they will die. Advocates for PAS have typically had a loved one who is or was suffering through their final stages of life. Each individual state has specific laws and policies regarding the process of PAS; however, the requirements for a patient to be considered for PAS are similar (Death with Dignity, n.d.). Presently, there are currently only five states in which PAS is legally permitted: Oregon, Washington, California, Vermont, and Montana. 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Fracking And The Drilling Community - 966 Words

Imagine not being able to use the water that comes out of your kitchen faucet. At first you think it is cool that you can light your house water on fire but then become saddened when you realize no one will buy a house on contaminated land. Showers, swimming in pools, brushing your teeth have all become dangerous health risks. Families are getting sick more often and no one knows why. The citizens began to research what was going on in the area they lived in and soon learned that oil companies were using a process called hydraulic fracturing to extract oil out of the ground at nearby farms. This practice is a very controversial in the drilling community because it has longer lasting effects and it poses a greater risk to the people who surround the well site. Hydraulic Fracturing or â€Å"Fracking† is a new innovated way to get fossil fuels out of the ground. Companies use fracking when there is shale gas or tight gas and oil trapped in the ground below. 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