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Why does China love to bring Chinese workers (not mentioning experts) to work in foreign projects instead of providing more jobs to the local workers?

A Tale of Two BuildersImagine that you own a construction company and build houses for a living. One day, a man walks into your office and says, “Hey, I have this piece of land, can you build a house for me?”“Sure!” you respond, voice cracking as you try to hide your excitement at the prospect of such an easy deal. You think for a bit and crunch some numbers in your head: “It will cost … ummm …. carry the one … hmmm … $100!”The man looks down at his feet and say, “Well … actually I only have like twenty bucks on me right now. Can I give you $20 now and pay you the rest later?”After thinking about this for a bit, you figure that $20 is enough to cover your initial costs and after looking this guy up and down, he seems like a nice enough fellow and is probably good for the remaining $80. “All right, it’s a deal!” you tell him.The next day, you show up with your crew to start work. When you arrive at the job site, you see your customer along with a motley crew standing behind him. “Hey!” he yells out. “Glad you could make it!”.He turns around and points at the group of people standing behind him. “Let me introduce you to my family and … uhhhh … ‘friends’. They’ve never built a house before but I think it would be really fun and great to learn from an expert such as yourself!”“I figure they can help out and maybe your guys can teach them some of the basics … win-win, right?!”Huh?Before you have a chance to react, he continues, “By the way, don’t you think it’s fair that my guys get paid? Tell you what, I still owe you $80 right? Advance me like $20 of that and I will pay them myself. I promise I won’t syphon off any of the money to my bank account (wink wink) … ”But I also need to buy materials and pay my guys ….“Another thing … they don’t have any tools. So maybe you can lend them some of yours? In fact we’ll all probably be better off if you train them how to use the tools first. Safety first!”What the …“Oh! One more thing. They don’t speak English. So you are going to have to hire some translators to help them understand your guys. Otherwise it just doesn’t make any sense … ”Yeah … exactly what I was thinking …Reason #1: Better execution & Risk avoidance = Lower project costDelays are the most common way that infrastructure projects blow through their budgets. For large-scale infrastructure projects, being able to execute well lowers the risk of delays and cost overruns. The longer a construction crew has worked together, usually the more efficient they are. China has been on an investment binge the last two decades, so they have lots of teams out there that are now experts in building infrastructure.Chinese infrastructure companies operate in dozens of countries around the world and the local skill level can vary greatly from one country to another. In some cases, there may not even be the minimum level of basic skills to be able to undertake certain types of work. In these cases, e.g. certain very poor African countries, it may be virtually impossible to complete an infrastructure project without the importation of some skilled Chinese labor.In other cases, where the requisite local skills exist, it may still be more expensive to go with the local option because the Chinese construction company often prefers to use its own experienced and trained labor force. They speak the same language, are comfortable working together, have more familiarity in work styles etc. Often, these execution benefits can outweigh the cost of importing and housing the Chinese laborers and even the higher per-unit cost of the imported labor itself.Finally, in more developed countries like Malaysia where the requisite skill level exists, it is usually easier and/or more economical to work or sub-contract to a domestic construction company that is staffed primarily with locals. This appears to have been the case in the now-delayed Kuala Lumpur-to-Singapore project[1].In summary, contracts for large infrastructure projects are nearly always highly specified, typically breaking down all of the different project elements and cost components. There are a lot of people looking at and crunching these numbers. Local resources will be used where it makes financial sense. Likewise, imported resources will be used when it makes financial sense. In almost all cases there will be significant (if not majority) local resources involved regardless of the situation[2].Reason #2: Technology transfer and training are value-added services (that need to be paid for)Public Service Announcement: Weekly reminder that China Inc. is not altruistic. It is there to trade, do business and otherwise make money.Stanley knows what I’m talking about. (Source: The Office S04E06 “Branch Wars”)If locals really want China Inc. to help upgrade their skills or teach them how to build for the future, they should expect to offer fair compensation for this service. This will become evident in the bid process — for example, the Chinese company might quote a higher project cost if the tender offer has an artificial requirement to use local labor as opposed to imported Chinese workers even if that is not the most efficient approach. From its perspective, it adds a layer of complexity and execution risk goes up and the company needs to be paid for taking this on.So the host country needs to decide whether it is worth potentially having to spend more money on a project in order to utilize local labor and resources. They should view the higher cost as a long-term investment in training their local resources for future work.By the way, this is the approach China took when it was on the bottom rung trying to climb up the developmental ladder. For example, instead of just buying turnkey high-speed rolling stock from Germany and Japan, China purposely negotiated agreements where they had to pay extra for technology transfer with the clearly stated goal of eventually taking on more of the work themselves, being able to adapt the technology for its own purposes, and possibly even improving on it.It takes some discipline to adopt this long-term oriented approach but it is generally better in the long run for an economy to make this kind of investment. China is open to transferring technology and know-how and setting up joint ventures[3] to your heart’s content; you just need to pay money for it.Reason #3: Access to Chinese financingThe greater the amount of Chinese-sourced content in an infrastructure project, the easier it is to source financing from Chinese sources like the China Development Bank (CDB)[4]. This is partly due to policy support and directives, but it is also a form of plain-vanilla risk mitigation. If the money stays “onshore” (even though the funds are lent to the host country, they never actually leave Mainland China), the risk profile is much lower from the bank’s perspective which makes the underwriting decision easier. Evan Feigenbaum at Macro Polo wrote a nice article last year on how Chinese risk appetite has evolved over time[5].Certain countries have more financial resources than others. If they do not require Chinese funding to get a project done, they have more leverage in demanding a higher level of local content / resources to get the project done.The One-Stop Infrastructure ShopWhen it comes to most types of infrastructure projects today, China Inc. is a one-stop shop. It can offer everything from the underlying technology to highly paid expert consultants, to imported labor, ongoing maintenance and financing.What are you looking for, sir? We’ve got bridges, tunnels, ports, dams, power plants, highways, rail … you name it, we got it!Oh, you want just the technology? No problem. Here are some trains. But can I also interest you in our warranty program, perhaps?You need help designing your system? Let me introduce you to Mr. Zhao; he has designed dozens of these systems around the world.You need help with bridges and viaducts? Don’t worry, Mr. Feng here has a whole crew that specializes in this stuff. He even invented a machine[6] whose sole purpose is laying new sections of viaduct.You want us to run the system for you? We have an O&M team that is ready to go, just need your help with visas.Oh, you want us to train your guys to run the system? No problem, let’s talk to our training department.You need money? Let me refer you to my banker, Ms. Zhou.You want us to transfer our technology and know-how so you can eventually become self-sufficient? Hmmm … this is a more complicated discussion. We might be able to do it, but we are going to have to set up a meeting with the Chairman of our Board, Mr. Xi.What is OBOR really about?Perhaps, as some have surmised, the main purpose of One Belt, One Road was merely some desperate scheme to export all of that excess labor and slack factory capacity that resulted from central planning gone awry. Maybe without One Belt, One Road, all of those angry, unemployed Chinese bachelors would be out there rioting on the streets.Perhaps, as others have complained, China is merely practicing a form of neo-colonialism. Although, as I argue here[7] unless evidence can be found of smaller countries being forced into these projects at the end of the barrel of a Chinese gun, there are several orders of magnitude of moral/ethical difference between what is happening here and what happened in the 19th and early 20th centuries.Or maybe what is really going on here is that after two decades of building massive amounts of this stuff, China has actually gotten pretty darn good at it. Maybe it has even developed some comparative advantages[8] in infrastructure building and understands economics well enough to know how exporting this expertise makes a whole lot of sense.Maybe these projects actually do provide benefits to host countries by stimulating their economies and linking them more closely to global trade. Maybe there might be some lessons that can be drawn from China’s experience[9] going from “dirt poor” to “upper middle income” in three decades. And maybe it also makes a ton of geopolitical and strategic sense for Chinese leaders to support this effort as well.Footnotes[1] Glenn Luk's answer to Why did Mahathir Mohamad abolish the Malaysia-Singapore railway project and other Chinese projects in Malaysia?[2] The closest look yet at Chinese economic engagement in Africa[3] South-east Asia's first high-speed rail in Indonesia ready for construction: China Railway Corp[4] Glenn Luk's answer to How does China finance its development projects in Africa and South America?[5] Risky Business, Chinese Style - MacroPolo[6] User-12584499676132467505's answer to What recent inventions have been invented by Chinese in China?[7] Glenn Luk's answer to Is China colonizing Africa?[8] Comparative advantage - Wikipedia[9] Glenn Luk's answer to Has China reached the "middle income trap" or are the current economic troubles, such as devaluation of the Yuan, a symptom of deflating bubbles?

How will India's tolling industry change in the next three years?

thanks for asking such types of question i would like to answer to ur question with some factual data……R P Singh, Chairman, NHAI, takes a look at toll collection in India and the challenges facing Electronic Toll Collection in his presentation at the conference, “PSKLM International Expressway Conference & Exhibition” held recently in Malaysia.There are 13,900km of completed highways projects under tolling in India, out of which 7201km are under private tolling (BOT toll projects) while 6703km are under departmental tolling (Public Funded and Annuity projects). In FY 2012-13, toll amounting to over `92 billion (US$ 1.4 billion) was collected. NHAI BOT Toll projects are implemented by concessionaries who levy and collect the toll and in which the bid parameter is a premium paid to the NHAI or viability gap funding by the Government. Examples of these projects are six laning of Golden Quadrilaterial, NSEW, port connectivity and other highways of economic importance.Earlier, PPP projects were taken up either on BOT (Toll) or BOT (Annuity). In November, 2009, bid parameters were amended. The bid parameters thereafter could be either a Viability Gap Funding consisting of a maximum of 40% equity grant or payment of a premium.Challenges in Toll CollectionToll projects in India mostly use existing alignments unlike other countries where green field projects are developed. Due to this, there is resistance from public to pay toll for such projects.Due to at-grade intersections, entry/ exit to the project highway is uncontrolled. Hence open system of tolling was used in toll projects where the user crossing the toll plaza pays the toll for the full project irrespective of the length traveled on the project highway.Earlier, toll was levied in India for temporary bridges (1964) and permanent bridges (1978/1992). Levy of toll for developed section of National Highways was introduced in 1997. New rules were introduced in 2008 and further amended three times so far. As concession agreements were signed at different points of time, the applicable fee rules (1977 or 2008) vary. Hence, rules and toll rates are not uniform. Although, latest fee rules provide for 60km spacing of all toll plazas, it is difficult to maintain such spacing. In open system of tolling, if the influence length of the toll plaza is more, it leads to higher rates.There are problems in toll collection in some regions due to political and local people resistance. Fragmentation of habitat of people leads to inconvenience to the people resulting in resistance to payment of toll. Another cause of resistance by users is poor operation and maintenance of the project highways by concessionaires.Due to semi-automatic toll collection (not electronic tolling), the dispersal rate of the vehicles is limited (300 vehicles per hour). Setting up of electronic tolling is in progress and it may take 1-2 years to equip all toll plazas with Electronic Tolling System and to establish Central Clearing House.Systemic Improvement in toll collection when tolling is with NHAI (Public Funded/Annuity projects)To begin with, NHAI used to collect toll departmentally by engaging ex-servicemen through Directorate General of Resettlement (DGR). Thereafter, toll plazas were awarded through open competitive bidding. Leakages were plugged by streamlining the bid process. After the introduction of e-tendering in 2010-11, the bid process has been further streamlined resulting in quantum jump in toll revenues by 35%.From 2011-12, toll collection is being awarded through OMT (Operate, Maintain & Toll) contracts and 1400km have been awarded so far.Initiatives taken by NHAI for Electronic Toll CollectionNHAI has decided to implement ETC on a pan India basis for all National Highway projects. ETC is being implemented through the use of Radio Frequency Identification Device (RFID) technology. Enabling provisions are being incorporated in the concession agreements for implementation of ETC in future BOT/ OMT projects. A new company, Indian Highways Management Company Limited (IHMCL), with equity participation from NHAI (25%), concessionaires (50%) and financial institutions (25%) has been incorporated in 2012. IHMCL is in the process of engaging a consultancy firm for forming a system architecture in line with international best practices. The firm will also assist with preparation of tripartite agreements between NHAI /Concessionaires, IHMCL and Toll operators. It will also develop a business model for agencies managing the ETC system. IHMCL is in the process of engaging agencies for distribution of tags, setting up of a Central Clearing House (CCH), ETC lanes at toll plazas and networking of toll plazas with the CCH.Challenges in implementation of ETCThere are many technological issues such as road users not being used to plastic money. Multiple agencies use varied methods of toll collection. The other challenges are inter-operability issues in toll plazas and connectivity issues for remote areas. There have also been difficulties in implementing uniform ETC due to lack of enabling framework in existing concession agreements.An array of options needs to be developed for project development including BOT (Toll), BOT (annuity) and EPC. Good quality and thorough project preparation and planning is needed to ensure efficient and effective project delivery. There is a need to move from the current “project” orientation to “service” orientation. While there has to be vigorous monitoring of output, there has to be greater flexibility in design and management as well. A statutory framework needs to be created for looking into PPP issues like Force Majeure and re-negotiations. There needs to be a common IT platform for traffic data, toll collection and charging. Travel across stretches managed by different concessionaires has to become seamless. Lastly, concessionaries should adhere to stipulated quality and safety guidelines.

What are your opinions of Malaysia scrapping the KL-Singapore HSR project?

The Kuala Lumpur-Singapore High Speed Rail (KL-SG HSR) project, designated exclusively for passengers, is an ambitious one, not only for its planned high-speed trains, but also for the development projected to occur in towns and cities located along the railway lines.Image from Najib unveils KL-Singapore HSR station concept designsThe project, originally proposed in the 1990s, has been plagued by delays after delays, mainly due to the high cost involved in its implementation. The project finally began gaining traction in 2013 following an agreement by the Prime Ministers of both Malaysia and Singapore.The biggest perk about this project is its potential in alleviating the number of passengers crowding all terminals between Malaysia and Singapore, as well as its ability in bringing travel time from KL to Singapore down to 90 minutes.Trains on the service were expected to run 10 car-long trains, with the capacity for up to 100 passengers per car. These trains were projected to run at average speeds of 300 km/h and bring down the rail travel time between KL and Singapore to 90 minutes.Traffic movement between Malaysian Airports, 2016.Traffic image from Woodlands & Tuas CheckpointMyHSR Corporation, owned by the Ministry of Finance of Malaysia, was tasked with the development and implementation of the project. Touting the ability of transforming regional connectivity, the company’s website did not disappoint in projecting the scale and importance of the project. A two-pronged approach was proposed for the three-phased Socio-economic Development Programme planned for this project: The Economic Acceleration Programme (EAP) and The Cities Transformation Programme (CTP). The former prioritises growth in areas involving digital economy, bioeconomy, advanced manufacturing, tourism, healthcare as well as the furniture and textile industries, while the latter promises affordable housing, low-carbon cities, transit-oriented development, public transportation, and entrepreneurship opportunities.In short, the KL-SG HSR project was a very, very promising plan for the country.The scrapping of the KL-SG HSR project was greeted with dismay by many parties.Dr Mahathir said: “It is a final decision, but it will take time because we have an agreement with Singapore…It’s not beneficial. It’s going to cost us a huge sum of money. We’ll make no money at all from this arrangement. He added: “(The HSR) is only a short track. It is only going to save people one hour by taking the HSR.”The disappointment extended all the way to Singapore as the project was already underway in Jurong.The ST report said planning work had already began on Singapore’s end, giving as example the calling of tenders by Singapore’s Land Transport Authority for the design and construction of tunnels and associated facilities for Singapore’s end of the HSR last month. Construction was scheduled to start next year.The report said Singapore’s Urban Redevelopment Authority unveiled plans last year to turn the Jurong Lake District – where the terminus for the HSR was to have been sited – into Singapore’s second Central Business District.“There are other development plans for the area, but the HSR Terminus would have been the jewel in the crown of the area,” the ST quoted National University of Singapore transport lecturer Lee Der Horng as saying.International Property Advisor chief executive Ku Swee Yong told ST the loss of the terminus could easily set back the development of the Jurong Lake District by several years.Ku said the absence of the rail connection would make the district less attractive to businesses as well as Malaysians who could have used the HSR to commute into Singapore to work.As ambitious as it may sound, it is important to remember that the KL-SG HSR project was intended to carry only passengers. This could work in favour of the government if ticketing costs are sufficiently low to appeal to the masses. Passengers should be enticed into using the HSR trains, moving away from conventional modes of transport (buses and aeroplanes). Otherwise, the entire project may fail due to the lack of passengers. It is especially prudent to be aware of the latter as failure of the transportation system is nothing new in Malaysia. It is also worthy to note that the Socio-economic Development Programme touted in the KL-SG HSR project may actually require some form of active freight transport in order to be successful, and this aspect is conspicuously missing in the current plan.He (Singapore University of Social Sciences associate professor Park Byung Joon) added that high speed railways were generally unsuitable for carrying freight, which would mitigate the economic impact.Personally, I feel that the main problem with regards to transportation in Malaysia was never the lack of roads or railways. Proper management of the available transportation system is integral in ensuring that all passengers and goods reach their destinations on time, and I believe this can be done even today. Furthermore, no amount of HSRs and highways will fix attitude problems when it comes to transportation. The public transportation system in this country, barring Kuala Lumpur, does not quite meet the demands of the locals. Malaysians, on the other hand, believe that cars are a necessity in every household. This Catch-22 situation has to be fixed before we begin to dream of any HSR networks running in any part of Malaysia.That being said, I would love to see a long HSR network running through a few countries in South East Asia. Transportations plans that span a few countries may spur true regional interconnectivity, instead of a short rail system that is still plying old and overused routes.Thanks for the A2A, Ling Gen Sheng Shaun.

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