Wednesday 29 May 2013

Venture capital and Private Equity in India-Finance Topic

Research Paper in Venture capital and Private Equity in India




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Finance Dissertation Topic -Venture capital and Private Equity in India



Growth of the Indian Venture Capital and Private Equity industry
Over the last few years, India has become one of the leading destinations for venture capital and private equity (VCPE) investments. Though the concept of VCPE investment prevailed in the country in one form or another since the 1960s, the growth in the industry was mainly after the economic reforms in 1991. Prior to that, most of the VCPE funding was from public sector financial institutions, and was characterized by low levels of investment activity. In recent years, VCPE commitments and investments in India have grown at a rapid pace. Venture economics data indicate that during the period 1990-1999, India’s ranking was 25th out of 64 and various VCPE funds raised $945.9 million for investments in India; however, during the next decade, 2000-2009, India’s ranking rose to 13th out of 90 countries and the funds raised $16,682.5 million for investments in India. 

This represents a growth of 1,664 percent over the previous decade. The trend is even more encouraging for the most recent five-year period 2005-2009, during which India’s ranking was 10th out of 77 countries, and various funds raised $15,073.6 million for VCPE investments in India. Funds raised during 2005-2009, represented a growth rate of 837 percent as compared to funds raised over the previous five-year period 2000-2004. 

The growth rate in investments made by variousVCPEfunds has been equally strong. During the five-year period 2004-2008, the industry growth rate in India was the fastest globally and it rose to occupy the number three slot worldwide in terms of quantum of investments[1]. The amount invested by VCPE funds grew fromUS$ 1.8 billion in 2004 to US$ 22 billion in 2007 before tapering off to US$ 8.1 billion in 2008[2]. During the five-year period ending 2008, VCPE investments in India grew from 0.4 percent of GDP in 2004 to more than 1.5 percent of GDP in 2008 (Annamalai and Deshmukh, 2009). The rest of the paper is structured as follows: Section 2 indicates the objective of the paper. Section 3 provides details on the data set used for analysis and the sources of data. Section 4, which covers the results and discussion, is divided into six sub-sections. The sub-sections are in the following order: round wise analysis of investments, time of incorporation and financing stage, intervals between funding rounds, investment exits, duration of investment, and a statistical analysis of investment duration and type of exit. Section 5 provides a summary of the paper.

Objective of the paper

Research on VCPE has not been in tune with the growth seen in the industry. Past research on the Indian VCPE industry can be broadly classified into the following categories: studies that examined the evolution and the current status of the industry (Pandey, 1996, 1998; Verma, 1997; Dossani and Kenney, 2002; Singh et al., 2005); multi country studies which also included India (Lockett et al., 1992; Subhash, 2006; Ippolito,
2007); survey studies of VCPE industry practices in India (Mitra, 1997; Vinay Kumar, 2002, 2005; Vinay Kumar and Kaura, 2003; Mishra, 2004); and studies which can be considered as case studies of VCPE investments (Kulkarni and Prusty, 2007).

The objectives of this paper are as follows: first, research that has focused on the recent growth phase of the VCPE industry in India has been limited. Most of the papers that have studied the Indian industry were either before the growth phase (pre-2004) or did not cover the growth phase in full, starting from the onset of growth in 2004 until the slowdown in 2008, caused by the global financial crisis. This paper is an attempt to meet the gap in research on the recent trends in the Indian VCPE industry. Second, there have been very limited studies that looked at the lifecycle of investments, i.e. from the time of investment in the company until their exit from the investment. There have been several studies that have looked at areas related to investments such as investment decision making, structure of investments, and valuation. Similarly, there have been studies that have looked at topics related to venture exits. However, there have been limited studies that looked at the entire investment life cycle. The main contribution of this paper is to look at the investment lifecycle in its entirety. Third, this paper aims to highlight some of the lesser known features of the Indian VCPE industry such as the characteristics of the investee firm at the time of VCPE investment, the duration of VCPE investments in the firm, and the timing and mode of exit by the investors. The objective of this paper is to provide an holistic understanding of the Indian VCPE industry to enable the creation of a policy environment to sustain the growth of the industry.

Source-Journal of Indian Business Research, Vol. 3 No. 1, 2011, pp. 6-21

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Car Rental in Australia-Qualitative Research Study



Dissertation and Thesis on Car Rental in Australia

 

Qualitative Research Study-Car Rental Industry in Australia


 

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HEADLINES
  • Car rental declines by 4% in value in 2010, falling to A$1.1 billion
  • Much of this decline is due to the 9% fall in leisure car rental value as Australians travel overseas in 2010
  • Avis leads car rental with a 25% value share in 2010 while Hertz followed behind with 20%
  • Car rental value sales are set to remain static over the forecast period as growth is limited to business car rental
TRENDS
  • Car rental in Australia is in a particularly awkward position following the 4% decline registered in value sales during 2010. Prior to 2010, car rental experienced two years of double digit negative growth as declines of 13% were recorded in 2009. This is a strong indication that the golden age of car rental in Australia might be over, but also that care rental is on the edge of precipice over which it is likely to topple during the forecast period.
  • Due to a combination of the good condition of Australian roads and the fact that roads in the country are relatively uncongested, not to mention the high prices of taxis which further encourages the ownership of some mode of private transport, Australia has a well developed car rental industry. The dominant target for car rental in Australia is domestic leisure tourism, and the levels of domestic tourism in Australia have fluctuated considerably during the previous decade. The boom in domestic tourism during the 2000s which stemmed from the growing popularity of fly-drive holidays saw Australians embracing the opportunity presented by the growing number of low-cost carriers to have a holiday in Queensland or other popular domestic destinations. This gave them the opportunity to explore the more far flung corners of their vast country and expanded the frontiers of domestic tourism beyond what was possible when a driving holiday using their own car was the most popular option.
  • Car rental in Australia is primarily operated for the benefit of customers renting cars for leisure purposes. Leisure car rental accounts for more than double the value sales of business car rental. As mentioned above, however, domestic leisure tourism in Australia fluctuates considerably, whereas business tourism is far more stable and, as a result, it was business car rental which provided car rental players with the most solid support in 2010 as value sales increased by 10%.
  • The dominance of leisure car rental is largely because large corporations, which tend to make up much of the bulk of business travel in Australia, tend to have their own fleets of cars and do not need to rely upon car rental companies. The same goes for employees who travel on government business. This is particularly the case in relation to companies in the mining sector, where the bulk of the growth recorded in Australian business travel during the review period was generated.
  • Australians travelling domestically make up the bulk of leisure car rental and the patterns of domestic leisure travel are currently undergoing a fundamental shift. Domestic leisure travel is no longer the default option for Australians taking their holidays. Travelling to outbound destinations such as Fiji, Bali and Phuket is now the preferred option. This leaves domestic tourism to become increasingly focused upon short holidays such as weekend getaways. Such short rental durations are not as profitable as the longer terms of rental which were more popular in the past as domestic holidays. Therefore, the duration of car rental terms become progressively shorter and so the average transaction price declines. Furthermore, the number of transactions also declines as Australians increasingly travel overseas. If this trend does not turn around, Australian car rental companies are likely to suffer during the forecast period. Offering discounts for customers who rent for more than a certain period of time—such as five days—may be one means of fighting against this trend but it is unlikely to be enough.
  • The trend towards domestic travel being centred more on weekend getaways and less around week-long holidays creates an addition problem for car rental operators since it leads to demand being concentrated almost solely on the weekend. The problem comes from operators having to maintain substantial fleets of vehicles in order to cater fully to the inflated demand at the weekends, despite the fact that there will be little demand for this fleet during weekdays. Such a situation has the potential to considerably thin the profit margins of car rental companies.
  • As the appreciating value of the Australian dollar continues to encourage Australian to travel abroad to destinations such as Thailand instead of Tasmania, a negative impact will continue to be felt in car rental, particularly those outlets located at airports which accounted for much of the growth which occurred in car rental in Australia throughout the 2000s. This growth was fuelled by the rise in low-cost carriers and the corresponding rise of fly-drive holidays. The mass exodus of Australian leisure holidaymakers overseas represents a particularly serious situation for car rental players in Australia as leisure car rental is unlikely to return to its previous popularity over the forecast period. Car rental operators may well need accept that the lower levels of demand from domestic leisure tourists may be here to stay and the market will need to adjust accordingly, with potentially negative implications for some operators.
  • After dropping standard rental charges and reducing fleet sizes during the global financial crisis a certain degree of stability returned to car rental in Australia in 2010. During the dark days of 2009, the situation became so dire for Thrifty Car Rental that it began to sell its surplus vehicle stock as second-hand cars directly to its customers. The ability of the car rental operators to rebound from these tough times has largely been due to business car rental, demand for which returned in 2010 after subsiding in the aftermath of the global financial crisis in 2009. The trend towards trading down which suppressed revenues from business car rental as corporations asked their employees to travel premium economy rather than business class or with low-cost carrier Virgin Blue rather than Qantas had little negative impact upon car rental during 2009/2010. For example, few corporations required their car renting employees to switch from larger vehicles to smaller vehicles. Car rental also makes up only a small proportion of corporate travel expenses and has therefore benefited from lack of scrutiny from cost-conscious travel managers.
  • Compared to transportation and travel accommodation, the evolution of online bookings in car rental has so far been minimal. Due to the power of the brands of the leading operators in car rental, it is the direct suppliers which have so far tended to dominate online bookings for car rental. This is despite the fact that the number of car rental price comparison websites is increasing in Australia, including DriveNow and VroomVroomVroom.com.au. Despite the presence of such a wide array of online intermediaries, it is the direct supplier websites which receive the bulk of traffic and bookings. For this reason, car rental has not suffered from the same level of transparency as accommodation and airfares have as the practice of comparing car rental prices is so far not so well entrenched in Australia.
  • Campervans are becoming an increasingly important segment for car rental players in Australia. Over 80,000 international visitors used a campervan as their main transportation in 2010, according to the International Visitors Survey. There is also the growing number of campervans being purchased by Australians with the intention of using them as mobile travel accommodation for long periods of time during their retirements. In relation to car rental, this represents a negative situation as it limits the number of consumers who would wish to rent a campervan. However, the general growth in the interest in campervans is an indication as to the direction in which car rental in Australia is heading.
  • Having contributed significantly to the popularity of campervans as a transport option for backpackers, Wicked Campervans has continued to find itself in trouble with 80 of its campervans being ordered off Queensland’s roads by the State Government due to the vehicles being considered not roadworthy. Whilst the backpacker lifestyle and philosophy does embrace a certain element of risk and danger, the mechanical faults were considered too much for most, and Wicked Campervans has struggled since the clampdown in January 2010. The situation has been made worse by the additional promotional efforts of other, better funded campervan operators such as Britz and Maui, owned by New Zealand-based Tourism Holdings Limited.
COMPETITIVE LANDSCAPE
  • Up until 2010, car rental in Australia was apt to be accurately depicted as Avis and Hertz versus the rest, although this is a somewhat simplistic analysis. The competitive landscape in car rental in Australia began to tighten significantly in 2010 as the transparency created by online third party websites and the urge to save money led to a migration away from the more traditional full-priced car rental brands such as Hertz and Avis. The move was towards less expensive options such as Budget and Thrifty and, to a lesser extent, Europcar. This trend appears to be more prevalent in Australia than elsewhere in the world.
  • The car rental company in Australia which found itself subject to the greatest decline in value share during 2010 was Avis, although it retained its leading position with a 25% value share, down from 26% in 2009. This slip in value share, although potentially problematic, is not of massive concern to Avis, since much of the migration away from Avis is directly befitting its low-priced brand Budget. Budget’s value share rose to 13% in 2010 from 11% in 2009. Such a shift in demand can be explained by reference to the downtrading in leisure travel as the difficult economic times limited the holiday budgets of Australian leisure tourists. It is possible then that this does not represent a fundamental and permanent shift in the makeup of car rental in Australia and is just an aberration, a temporary blip, and consumers will soon shift back to Avis once the economy recovers and travel budgets increase once again.
  • Part of this shifting downwards from premium to economy brands has been facilitated by the growth in price comparison websites, which have created an element of transparency within car rental in Australia. Such transparency, to the extent that it is occurring, favours only the existing five large players—Avis, Hertz, Budget, Thrifty and Europcar—or to be specific, the smallest three of the so-called ‘big five’—Budget, thrifty and Europcar—since it is only the big five who tend to be featured on third-party websites. Unlike the case of travel accommodation, the use of price comparison websites does not also include the wide array of smaller players, which continue to be largely locked out of the competitive environment.
  • Avis and Budget’s leadership of car rental in Australia is likely to expand further over the forecast period as Qantas has announced the exit of both Hertz and Thrifty from its frequent flyer program as of November 2010, leaving only Avis and Budget within the scheme. This will serve to funnel a large proportion of Qantas customers to Avis, while Jetstar customers will tend to head towards Budget.
  • Australia is one of Europcar’s primary non-European markets and the company enjoys a frequent flyer rewards programme agreement with Virgin Blue. Europcar has made good use of this strategy, building up a 12% value share in car rental. Europcar outlets are located predominately in airports, commonly airports which cater to the domestic leisure tourists which Virgin Blue typically appeals to. Europcar has thus gained a significant slice of demand for fly/drive leisure holidays. Europcar now needs to go beyond its airport-centric distribution model and is increasingly expanding its presence through the opening of more non-airport outlets throughout Australia.
  • Since being acquired by the National Roads and Motorists Association (NRMA) in 2006, Thrifty intended to undertake a significant and aggressive expansion of its car rental business, not only in New South Wales where the NRMA is based, but across Australia. Once the worst effects of the global economic slowdown hit, however, and Australian holidaymakers decided to holiday abroad, Thrifty began to suffer from rather intense cash flow problems. Although demand for business car rental returned strongly in 2010, Thrifty maintains little presence in business car rental, focusing instead on leisure car rental, which remained in rapid decline during 2010.
PROSPECTS
  • The primary target for car rental in Australia remains domestic leisure tourism; however as Australians are increasingly holidaying overseas, the level of demand for care rental among domestic leisure tourists is now in serious decline. It is domestic leisure tourism such as fly-drive holidays in Queensland which have suffered the most from the exodus of Australian leisure tourists overseas and it is for this reason that car rental in Australia is likely to continue struggling over the forecast period. Without a reversal of the underlying trends which have so far produced this shift away from Australians holidaying within Australia such as a reversal in the fortunes of the ever-rising Australian dollar, it is likely that domestic tourism will continue to decline during the forecast period, a trend which will have a negative impact upon the growth of car rental in Australia, particularly leisure car rental, which will decline in constant value at a CAGR of -1% over the forecast period.
  • Rather than leisure car rental, it will be business car rental which demonstrates the strongest growth opportunities over the forecast period. Business car rental is set to increase in constant value at a CAGR of 2% over the forecast period. This will allow car rental operators to focus on the premium end of car rental, where profit margins are more attractive. It also suggests that the shift away from Avis and Hertz and towards Budget which characterised car rental in Australia during 2009/2010 may in fact have been an little more than a temporary aberration. With the majority of business travellers in Australia flying Qantas and many such travellers following the recommendations of their respective frequent flyer programmes in a bid to earn more points, the leadership of Avis, which is included in the Qantas Frequent Flyer programme, will become more secure over the forecast period.
  • Campervan rentals, on the other hand, are likely to boom due to the rise of the so-called ‘grey nomads’. Many of these retired perpetual tourists are planning to spend at least a significant portion of their retirement years travelling around Australia at their leisure. The most popular means of doing so will be to actually purchase and maintain a campervan; however, for those who do not wish to get so deeply involved with the so-called grey nomad lifestyle, campervan hire will be a popular alternative, potentially boosting value sales of leisure car rentals during the forecast period.


Source- Euromonitor International-Car Rental in Australia-Category Briefing | 18 Apr 2011

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Tuesday 28 May 2013

Factors Affecting the Global and Domestic Petrochemical Industries



Project Report on Factors affecting the global and domestic petrochemical industries


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As the petrochemicals industry is globally integrated, regional imbalances impact international prices. The Asian region has greater number of naphtha-based crackers, while the Middle East and North American regions have a larger number of gas-based crackers. Thus, the feedstock demand-supply situation impacts the demand-supply scenario in these regions. Other factors affecting the petrochemicals industry are economies of scale, operating rates, cyclicality of the industry etc.


Key issues answered through this analysis:

1.How is the petrochemicals industry integrated globally?
2.What are the factors that affect the global and domestic petrochemicals industries?
3.Who are the key players in the global and domestic petrochemicals industries?


Industry characteristics


Global integration

Basic petrochemicals are largely in liquid or gaseous form. However, intermediates and derivatives are mostly in solid or liquid form. Hence, they can be easily transported over long distances. The increasing use of specialised ships (cryogenic tankers, which can carry liquids at low temperature and high pressure), has improved the transportability of basic petrochemicals. As a result, competition has become global without being restricted to specific geographical markets.

Large capacities have also influenced the globalisation of the petrochemicals industry. In addition, hydrocarbon feedstock is widely traded. While trade in ethylene and propylene remains low due to difficulties in transportation, trade in polymers has been increasing. The international trade in polymers is continuously increasing with the commencement of new capacities in the Middle East. Growth in consumption of petrochemicals is expected to be the highest in Asia with both China and India being the major growth drivers.

Given the petrochemicals industry's global integration, regional demand-supply imbalances have an impact on international prices. Hence, plant shutdowns, commencement of production at new capacities and the seasonal demand in a region affect international prices. For instance, in China, which is a large consumer of petrochemicals, the demand for polymers is low during the Lunar New Year holidays (around February). As a result, international prices tend to drop in February owing to the decline in demand. Similarly, the level of economic activity in developed countries such as the US and Japan affect global demand and prices of petrochemicals. Slowdown in the developed economies in 2001 resulted in a slump in global prices of petrochemicals. In 2006, prices and margins increased due to large maintenance turnarounds and strong demand from China and the US. Moreover, the economic crisis in the US in 2008 adversely affected global demand and prices of petrochemicals. Demand for all petrochemical products declined, while prices went to the 2005-06 levels. However, demand bounced back post the second half of 2009 on account of a recovery in economic scenario in the global markets due to which prices of  petrochemicals also registered an increase.

Meanwhile, domestic prices remained highly volatile and cyclical as they are linked to landed costs.

Crude oil linkages

Around 50 per cent of the global cracking capacity is based on naphtha, which is derived from crude oil. Hence, the price and availability of crude oil affects the petrochemicals industry. Crude oil prices are highly volatile, thereby imparting volatility to prices of petrochemical products. Volatility is higher in the case of basic petrochemicals and intermediates, as against polymers and downstream organic chemicals given their close linkages with crude oil and lower trade of these products.

Volatility in crude oil prices affects the Asian petrochemicals industry significantly, as over 70 per cent of the cracking capacity in this region is based on naphtha. However, in North America, nearly 65 per cent of the total cracking capacity is based on natural gas. Prices of natural gas are less volatile, relatively, as compared to those of crude oil and naphtha. As a result, when naphtha prices increase, profitability of natural gas-based producers increases as their feedstock cost remains relatively stable and product prices increase. Similarly, profitability of natural gas-based producers decreases with a drop in naphtha prices, as their feedstock cost remains relatively stable and product prices fall (as naphtha is a by-product of refineries, prices of naphtha are also linked to the operating rate of refineries). In late 2004, the naphtha cracker economics turned favourable vis-a-vis gas cracker economics owing to strong prices of by-products. Among the by-products, prices of propylene, benzene and butadiene increased sharply.

The trend of petrochemicals companies acquiring or merging with refining and oil exploration companies and vice versa is attributed to the strong linkage of petrochemicals with crude oil. In India, Reliance Industries has backward integrated from petrochemicals to refining and oil exploration. Similarly,the Indian Oil Corporation (IOC), which is into crude oil exploration and refining, has entered the petrochemical sector by building greenfield projects. IOC's naphtha cracker and a petrochemical complex was commissioned in May 2010.

Meanwhile, Oil and Natural Gas Corporation (ONGC), engaged in the business of oil exploration, development of oil fields, production of crude oil, and natural gas, has announced plans of setting up an aromatics complex in Mangalore. Moreover, considering the higher value addition from the secondary processing units (which yield propylene and benzene), domestic refiners are also enhancing the yields of secondary processing units.

Economies of scale

The investment required per tonne of capacity decreases as capacity increases. In addition, other costs (per tonne of capacity) such as administration, logistics and marketing also decrease with increasing capacity. Higher capacity also gives the producer more bargaining power in the purchase of feedstock. As a result, larger players in the petrochemical industry are more cost competitive than smaller players. In the past, several small players either closed down or were acquired by larger players due to lack of economies of scale. This trend is likely to continue, as smaller players will find it increasingly difficult to compete with cost competitive larger players. In India, Reliance Industries Limited (RIL) acquired IPCL and consolidated its petrochemical operations.

Over the past 3 decades, capacity sizes have increased on account of increasing demand and the resolution of technical problems that had restricted large capacities. The capacities of newly commissioned crackers have increased to over 1.2 million tpa.Plant operating rates critical to profitability

The petrochemical industry is capital intensive, resulting in high interest and depreciation costs. Hence, plants need to operate at high rates, in order to reduce the fixed cost per unit of production. Higher operating rates reflect the demand for products and hence, the bargaining power of producers increases over that of the consumer. In case of petrochemicals, when the demand is adequate, the industry tends to operate at a capacity utilisation rate of around 90-95 per cent. In such a situation, the pricing power shifts from the consumer to the producer. In 2006, the global operating rate for most petrochemicals was high and in the range of 90-95 per cent due to the tight demand-supply situation. However, in 2008 due to weak demand on account of weak economic scenario in the global markets operating rates fell to around 84-85 per cent thereby cracker margins also declined sharply.

Operating rates for ethylene vary across regions. In Eastern and Central Europe, operating rates are estimated to have been lower in the past few years due to low demand growth, small and inefficient capacities and significant competition from the Middle East and Asia. In North America, operating rates were estimated to have decreased  in 2011 to around 84 per cent on account of slowdown in demand coupled with increase in capacities. Operating rates in the Middle East remained at around 80 per cent on account of new capacity additions. The Middle East capacity additions are expected to continue going ahead, hence, Middle East exports to Asia and Europe are expected to increase. Despite the global slowdown, operating rates in Asia remained higher when compared to other regions largely on account of demand from key markets of China and India.

Feedstock and product prices

Naphtha prices have become highly volatile over the last few years, owing to increased volatility in crude oil prices. Naphtha prices (c&f Japan) increased from $273 per tonne in 2000 to around $724 per tonne in 2010; they increase by 30 per cent y-o-y to $930-940 per tonne in 2011 mainly on account of an increase in crude oil prices during the year.

In many regions, availability of feedstock (besides the relative economics of different feedstock) influences the establishment of a plant. Some new crackers being planned have the flexibility to use different feedstock. Diversity of feedstock could result in price differences. Pricing policies of natural gas producing countries such as the Middle East, Malaysia and Indonesia, could affect the competitiveness of countries facing a shortage of natural gas, for example India.

Product pricing is complex, as a single feedstock yields many co-products, prices of which are correlated. Moreover, different feedstock can be used to produce the same product. In general, during periods of low supply (in relation to demand), prices of petrochemical products are based on the consumer's willingness or ability to pay. During periods of oversupply, prices are based on the marginal cost of production.

Cyclicality

The petrochemical industry, like most capital-intensive commodity industries, is cyclical in nature. Demand for petrochemicals is linked to economic growth. Demand increases when economy is strong; consequently, profitability of players increases, leading to capacity additions by existing players and entry of new players. However, as it takes 3-4 years to build petrochemical plants, demand could decrease or stagnate before completion of these capacities or capacity additions could exceed demand. This could lead to a decrease in petrochemical prices causing the industry to face a downturn and players reducing operating rates or shutting down their plants.

Petrochemical prices reached a high in 1995. As a result, large capacity expansions were undertaken in the Asia-Pacific region. Despite the Asian economic crisis of 1997, there was a 70 per cent increase in Asian ethylene capacity during the period between 1998 and 2005, as a result of deployment by international companies attempting to secure a production platform in Asia. These companies included oil majors (ExxonMobil and Shell) and chemical majors (Dow), all of which opted for greenfield developments, rather than acquiring existing Asian plants. In 2004, petrochemical prices and margins breached all time highs. Improvement in demand for petrochemicals led to spurt in capacity expansion plans announced in the Middle East, China and other parts of the world.  It is estimated that about 45-50 per cent of the new capacity (in ethylene) is likely to come from the Middle East; remaining capacity expansion will come mainly from the other Asian region.

Fragmented and competitive industry

The global petrochemicals business is very competitive with a large number of petrochemical companies having small market shares. In the case of most petrochemicals, the top 10 producers account for around 45 per cent of the total capacity. In addition, the petrochemicals business is highly capital intensive, which acts as an entry barrier for new players and small companies. Global petrochemical companies compete largely in terms of cheap availability of feedstock, prices and the ability to offer new and improved products (through innovations in product applications), and on proximity to markets.

Industry structure

International market

The petrochemical industry is devoid of any players dominating the market. Production capacities are distributed across regions, no single region has a dominant position in the market.

In 2011, of the total ethylene capacity of around 148 million tpa, the top 10 ethylene producers accounted for over 45 per cent. Most of the ethylene capacity is concentrated in North America, Western Europe and Asia. With the Middle East emerging as the lowest cost producer of ethylene, the industry structure is changing in terms of the regional distribution of capacity. In 2011, the total capacity for propylene was estimated to be around 92-93 million tpa. Propylene production through the refinery route accounts for a significant share of total propylene production. Refining is the major source of aromatics, benzene-toluene-xylenes (BTX). The change is likely to affect the structure of the aromatics industry. North America and Western Europe are expected to emerge as net importers of benzene, while Asia, largely the Middle East, is expected to emerge as the largest net exporter of aromatics.

The industry is undergoing consolidation, with polyolefin players merging due to increasing competition from new integrated capacities being set up in the Middle East. In the polymer industry, capacities for production are distributed across regions. The industry is characterised by the absence of market dominance by any one producer or a group of producers. The capacity share of top 10-polyolefin producers is around 40-45 per cent of the global capacity. The industry is moving towards consolidation. In polyolefins, Lyondell-Basell continues to be the market leader with a production capacity of over 10 million tonnes, mostly for PP. Dow/Union Carbide Union and Exxon Mobil are other big players in the petrochemicals space, but with more balanced portfolios across all polyolefins. The next tier of players has less than half the capacity of leading companies, including companies as Ineos, Sinopec and SABIC.

Similar to most petrochemicals, no player has a very significant market share in PE. Dow Chemicals (along with Union Carbide) and Exxon Mobil Corporation have the world's largest PE capacities. In 2011, global PE capacity is estimated to be around 90-91 million tpa.

World polyolefin capacity share by regions

Source-CRISIL Research

Note: Polyolefins include PE, PP, PS and PVC
Source: Industry and CRIS INFACAsia and North America are the largest producers of Polyolefins, accounting for 45 per cent and 16 per cent of global polyolefins capacity in 2011,respectively.The share of Asia and middle east has continuously been increasing over the past five years on account of huge capacity additions while that of North America and Western Europe is decreasing mainly due to less capacity additions coupled with closing of inefficient capacities.

Competition

The emergence of low-cost producing regions for olefins, primarily in the Middle East, is expected to result in a pressure on margins of other players in the industry. Prices of ethylene depend largely on operating rates in high-cost regions and on cost of incremental ethylene supply.

In the case of propylene and BTX, competition comes from alternate methods of producing chemicals, primarily the refinery route. The Middle East is expected to emerge as the most competitive producer of most petrochemicals. As a result, a shift is likely in the regional trading pattern with the Middle East emerging as the largest producer of ethylene and ethylene-based derivatives. However, in the case of feedstock like propylene, Asia is expected to remain a major player (in the medium term).

Large PE manufacturers operate mainly in mature markets. Therefore, competition is high and demand for their products is low. Most players are setting up joint ventures in growing markets of Asia and South America. Competition is in terms of product differentiation, through the manufacture of specialty grades, use of better product and process technology (such as metallocene catalysts) and price.

Domestic market

Currently, the domestic petrochemical industry is oligopolistic in nature with four to five large producers. However, competition has been increasing gradually, with existing producers expanding capacities and thus trying to eat into each others market share. Earlier in 1980s and 1990s, domestic production of hydrocarbons increased significantly, resulting in excess availability of naphtha. Many derivatives of petrochemicals such as plastics were perceived as cost effective and superior alternatives for conventional materials such as glass, wood and metals. Synthetic fibers, which were perceived to be a luxury, became critical to supplement cotton production. Low crude oil prices resulted in a decrease in price of imported petrochemicals. As a result, demand for petrochemicals rose significantly, many capacities were set up to meet increasing domestic demand. These trends have defined the existing structure of the domestic petrochemicals industry.

At present, Reliance Industries dominate the industry. In the early 1990s, Reliance Industries commissioned three downstream plants in the first phase of its cracker complex. It commissioned its 750,000 tpa mother cracker and other downstream units in 1997 at Hazira, Gujarat. IPCL started three cracker complexes - Baroda, Gujarat (set up in 1978, having an ethylene capacity of 130,000 tpa, subsequently increased to 175,000 tpa); Maharashtra Gas Cracker Complex (MGCC) at Nagothane (set up in 1990, having an ethylene capacity of 300,000 tpa, subsequently increased to 400,000 tpa); and Gandhar, Gujarat (set up in early 2000, having an ethylene capacity of 300,000 tpa, subsequently increased to 400,000 tpa). Competition has increased with the commissioning of new capacities by Gas Authority of India Limited (GAIL) and Haldia Petrochemicals. In April 1999, GAIL set up a 300,000 tpa cracker at Auriya, Uttar Pradesh, as a part of its forward integration plan. The capacity has been subsequently increased to 440,000 tpa. In April 2000, Haldia Petrochemicals set up its 420,000 tpa cracker at Mednipur, West Bengal (the capacity was subsequently increased to 520,000 tpa). Recently, in May 2010 Indian Oil Corporation Limited (IOCL) commenced operations of its 800,000 tpa ethylene capacity, thus further intensifying competition in the domestic market. Moreover, with entry of new players like Indian Oil Corporation (IOC) (which has already entered in 2010) and ONGC Petro-additions Ltd (OPaL) (which is expected to come on stream in 2014-15), competition is slated to increase further.

Domestic ethylene capacity share
    
Source-CRISIL Research


Domestic polyolefin capacity share (2011-12)


 


Reliance Petroleum has merged with RIL, making the latter an integrated player in the petrochemical industry. RIL has strengthened its position as a dominant player in the domestic petrochemicals market (especially in PP) with the takeover of IPCL (in 2006-07). Further with the commencement of a 900 kt PP unit in Jamnagar in 2009-10, share of RIL in the total domestic PP market  further increased .

In India, RIL dominates the polyolefin industry; it became the dominant player in the domestic market after the takeover of IPCL. Together they have a production share of around 67 per cent. RIL's total  polyolefin capacity is 4.37 million tpa as of March 2012. Another major player in the polymer market is Haldia Petrochemicals with a current capacity of 1.04 million tpa. However, Haldia Petrochemicals faces locational disadvantages since its complex is situated in East India, which along with South India accounts for smaller portion of the total polymer demand.

Competition

Until the early 1990s, domestic competition was limited due to high tariffs, a favourable demand-supply situation and a high concentration ratio. In the late 1990s, competition increased due to the gradual lowering of tariff barriers. Competition also increased significantly with the commissioning of cracker complexes by RIL (1997), GAIL (1999), IPCL (1999), and Haldia Petrochemicals (2000).

In the 1990s, competition in the domestic market increased due to a rise in imports. In recent years, competition has grown significantly due to new capacities set up in the Middle East and Singapore. Earlier, high customs duties effectively protected most domestic producers. Tariff levels have gradually fallen over the past decade. At present, domestic prices are closely linked to global prices (landed costs). As a result, domestic producers have limited flexibility in pricing their products.



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