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Showing posts with label economics. Show all posts
Showing posts with label economics. Show all posts

Saturday, May 21, 2022

Comprehending the complexity of countries

 

This book argues for computer-aided collaborative country research based on the science of complex and dynamic systems. It provides an in-depth discussion of systems and computer science, concluding that proper understanding of a country is only possible if a genuinely interdisciplinary and truly international approach is taken; one that is based on complexity science and supported by computer science. Country studies should be carefully designed and collaboratively carried out, and a new generation of country students should pay more attention to the fast growing potential of digitized and electronically connected libraries. In this frenzied age of globalization, foreign policy makers may – to the benefit of a better world – profit from the radically new country studies pleaded for in the book. Its author emphasizes that reductionism and holism are not antagonistic but complementary, arguing that parts are always parts of a whole and a whole has always parts.

Comprehending the complexity of countries is a monumental contribution to deep thinking about countries as complex and dynamic systems.

GEOPOLITICS is the game of strategists figuring out how countries behave. The Ukraine war has shown how assumptions about countries or the behaviour of their leaders are wrong, plunging the world into what Henry Kissinger has called a “totally new era”.

Hans Kuijper, a retired Dutch diplomat and exceptional Sinologist, has written an indispensable guide to understanding where country studies have gone wrong, and how we can use systems thinking and computers (ICT) to unravel the quagmire of flawed country studies.

His book is a tour de force into the philosophy of social science, drawing on his incredible reading of ancient Chinese and Western philosophy, science and current country studies.

The thesis of this book is quite simple: country studies have an explanandum (something, i.e. a country to be explained), but so-called country experts do not have an explanans, a tested or testable theory that not only explains, but stands out from other scientific theories in different disciplines such as geography, demography, ecology, politics, economics, sociology, linguistics, or anthropology.

Thus, “China experts” unjustifiably claim to explain China, even when basing their writings on a single discipline, as if they are knowledgeable about everything concerning the country. As the saying goes, “No ant can see the pattern of the whole carpet.”

Kuijper has identified a fundamental gap in conventional country studies. If you study a country (part) without taking a crude look at the world (whole) and not considering how interaction affects simultaneously the parts and the whole, that is to say, only making conjectures without a testable theory, you are only practicing pseudo-science, not science. For science is more than expressing opinions.

Comprehending the complexity of countries is a monumental contribution to deep thinking about countries as complex and dynamic systems.

In chapters one to seven, the author methodically and relentlessly exposes the enduring confusion, building step-by-step his thesis, examining theories and models, clarifying the concept of country (as distinct form area), showing how cities and countries have much in common, and exploring the scientific and technical feasibility of collaborative country studies.

The author moves essentially from a multi-disciplinary to an inter-disciplinary approach, to the higher order of a trans-disciplinary way of thinking about the development of countries as adaptive complex dynamic systems.

He examines how countries comprise both spontaneous and man-made systems, interacting both exogenously and endogenously (chapter six).

The ancient Chinese recognised that empires rise and fall from both “external invasions and internal corrosion”. Chapter seven delves deeply into the issue how modern scientific tools such as artificial intelligence, big data analysis and computer simulation could aid country studies.

Science fiction assumes that if we put all available information about one subject into a supercomputer, the subject would be replicated as a hologram, thus helping us predict its behavior.

Whether we have sufficient information and computing power is only a matter of political will and imagination.

Kuijper uses the example of networked digital libraries to substantiate his view that the study of a country could be greatly improved by deploying electronically available information about countries and regions.

Having conceptualised the model for studying countries, Kuijper examines its profound implications for higher education, arguing for “connecting the dots” (chapter eight).

He is most original when he argues that ancient Greek and Chinese thought are alike in thinking about the organic whole, whereas the specialisation of Western science caused the divergence between Western and Chinese ways of research.

The modern university, originally created to truly educate (bring up children) and spiritually elevate, became more and more specialised in less and less, making graduates complexity-illiterate.

Students do not learn to connect the dots, to see the whole. The author argues for tearing down intellectual walls and mental silos to see the grand order of man and nature.

Since each and every country has emergent properties irreducible to the properties of its constituent parts, we have to make use of the science of complex (not: complicated) and dynamic (not: linearly changing) systems in order to really comprehend the country.

An example of not connecting the dots is the fact that it took years for development economists to realise that lifting a country out of poverty involves more than economic factors.

Similarly, ecologists took decades to realise that more scientific data on global warming is not going to change policy when economists (influencing the policymakers) habitually assume that markets can solve the problem of global warming in total defiance of the fact that it will take a combination of state and market to change human behaviour.

I consider Kuijper’s discussion of reductionism versus holism (Chapter nine) a huge contribution to moving beyond the quagmire of Western exclusive and antithetical versus Chinese inclusive and correlative thinking.

The reduction to atomistic parts of free individuals creates blinkers. Western scientists draw ever more distinctions, but tend to miss the whole (from which they are apart and of which they are a part) and how the whole changes with the parts.

The whole is not a matter of either – or but of both – and, meaning that reductionism and holism are complementary rather than contradictory to each other.

The book is the amazing achievement of an independent, determined scholar reading thoroughly in depth to find out that we need complexity thinking to understand complex phenomena, resisting the ingrained habit of simplistic reductionism, the default way of human understanding.

It took at least four centuries to convince doctors to give up the idea of blood-letting as a solution to sickness.

So, it is not surprising that pseudo-scientists still think that they can pass as country experts without the help of many collaborating disciplinary-experts, using big data analytical tools.

Kuijper helps us navigate this complex subject by using a short abstract for each chapter, backed by key references. General conclusions are drawn in chapter 10. He then draws his very practical and very useful recommendations with the last chapter distilling his key insights.

This is a wonderful book, not just for sinologists, but for all who consider themselves to be country experts. It gives insight into the question of how we have got ourselves in a terrible mess over the current geopolitical path to conflict.

This book speaks truth to power, but whether those in power will listen, is the big and urgent question to which there seems to be no simple, straight answer.

Andrew Sheng writes on global issues from an Asian perspective. The views expressed here are the writer’s own. 

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Saturday, August 21, 2021

The economics of politics: Malaysia's leaders should put the people's interests before their own !

 


THE Sengoku period (also known as the “Warring States period”) of Japan from 1467 to 1615 is a period of great turbulence and unrest due to endless civil war and social upheaval.

` It came about as a result of a political vacuum when the Ashikaga Shogunate collapsed. Advancement of technology during this period also contributed to new warfare. Europeans arriving at the shores of Japan in 1543 introduced the “arquebus”, a type of long gun of its time. It was the same weaponry used by the Portuguese when they invaded the Sultanate of Malacca in 1511.

` I find this period of Japanese history especially fascinating, as this is where samurai warlords such as Oda Nobunaga, Toyotomi Hideyoshi and Tokugawa Ieyasu rose to prominence. Nobunaga was the leading figure and is recognised as one of the “Three Great Unifiers” of Japan. Coming from a relatively small, Oda clan, he became the most powerful Daimyo (feudal lord) of his time. Due to his adoption of “arquebus” and prowess in war, he was a potent force fighting towards a unification of all of Japan.

` He was succeeded by Hideyoshi, after being forced to commit seppuku in Kyoto when a retainer samurai general, Akechi Mitsushide, launched a coup. Hideyoshi was Nobunaga’s loyal general who rose through the ranks from a foot soldier. He completed Nobunaga’s unification agenda from the existing foundation laid and became the de facto leader of his time.

` Sadly, blinded by his political ambition to expand territories beyond Japan, he launched an ill-fated Korean invasion which damaged Japan’s own domestic economy due to prolonged military stalemate.

` After his death, his five-year-old son, Toyotami Hideyori, succeeded him under the guidance of a Council of Five Regents. It wasn’t until 17 years later before the conflict between Toyotami loyalist supporting Hideyori as a rightful ruler of Japan and Ieyasu, the regent and most influential Daimyo then, imploded leading to the Battle of Sekigahara. Ieyasu won and it ushered 250 years of peace and economic growth known as the Edo Period (Tokugawa Era).

` As our country is in the midst of a second major political impasse after only 18 months and looking to have its third government in three years, this raises the issue of the cost of politics towards our country’s economy and its overall wellbeing.

` Looking back, the Sengoku period was a time of political turmoil where espionage, betrayals and revenge were ordinary course of daily business. It is no different from modern politics today minus the bloodshed. The whole cloak-and-dagger operations beneath the glamorous guise of democracy today hinges on personal interests over the greater good of the people. Hence, almost always the people end up paying the greatest price in the economics of politics.

` The current geopolitical issue in Afghanistan is a clear testament of the cost of politics and poor foreign policy of the United States. After spending US$1 trillion (RM4.2 trillion) of taxpayers’ money, sacrificing 2,448 Americans lives with 20,722 more wounded over 20 years, the longest spanning foreign war in the US’ history is officially drawing to a close. However, at what cost?

` The withdrawal of troops has a left a vacuum in Afghanistan where the “elected” government was overran by armed Taliban. Even president Ashraf Ghani fled the country with cars and choppers filled with cash. The innocent citizens of Afghanistan are left to fend for themselves, while those deemed pro-American are fearing for their lives. Innocent people of both countries paid the ultimate price for US disastrous foreign policy which benefited nobody except weapons manufacturers, arms dealers, pro-war politicians and lobbyist. This is the real cost of politics on full display.

Afghan President Flees with 4 Cars & Helicopter Full of Cash


`
`
` Of course, there are economics positives that comes out from politics too. After all, politicians plays the role of lawmakers of a country and policies crafted will have direct consequences on the economics of a nation (refer to China’s GDP Growth chart below).


` Deng Xiaoping, the de facto paramount leader of China inherited a country when it was suffering from poverty and ill effects of policies such as the “Great Leap Forward” and “Cultural Revolution” implemented during Mao-era. He instituted a series of reforms including the most crucial “Opening Up of China” (Gai Ge Kai Fang) which pivoted China from a planned economy to a socialist market economy (also known as socialist capitalism).

` I remembered asking my economics professor in LSE years ago, “who is your favourite economist of all time?” Without hesitation, he said “Deng Xiaoping. This man may be small in size but he is enormous in stature. He is great because he had the vision to institute economic reforms steering from old ways for the world’s most populous nation. By doing so, he saved countless of lives.”

` Relating to the current political predicament in our country, I realised how Deng Xiaoping was not your ordinary politician. Unknown to many, he did not actually hold official leadership position in Government or the Chinese Communist Party when he was instituting reforms. Yet, his policies from 1978 onwards laid the foundation for what would make China the second largest economy and superpower of the world today. He is a statesman without honorifics, position and title.

` China’s GDP Growth Chart shown in the above

` Economics and politics always go hand in hand. Both cannot be looked at in isolation. While there are many negative economic indicators for our country at present such as Fitch Solution’s latest 2021 GDP growth forecast downgrade to zero or other rankings which point towards our country’s rapid decline in comparison to regional peers, one should not despair and be overly pessimistic.

` Our country was a beacon of democracy in South East Asia when there was a peaceful transfer of power in 2018 from a regime that ruled for 61 years since Merdeka. Of course, today’s political quandary exposes the flaws within the system but fail safes can be implemented if the leaders are willing to put the people’s interests before their own.

` Japan did not get to where they are today overnight. It was a civilization that went through the bloody Sengoku period. It also showed us that before an era of peace and prosperity comes along, there will be times of turbulence.

` Rest assure, history has shown as society progresses through education and learning from the mistakes of the past, it will mature. That is my hope for the country.

` Ng Zhu Hann, is the author of Once Upon A Time In Bursa. He is a lawyer & former Chief Strategist of a Fortune 500 Corporation. The views expressed here are his own.

Hann Ng - Managing Partner - Hann Partnership | LinkedIn

NG ZHU HANN

 

 ` Source link`  


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Saturday, August 12, 2017

The rail economics of East Coast Rail Link (ECRL)


Rail link seen as game changer but cost is a concern.


TOK Bali, a fishing village in Kelantan with its beautiful sandy beaches and pristine blue waters has long been a hidden gem among well-travelled backpackers. But that may soon change. The idyllic town is one that is touted to potentially become a tourist hotspot, as it sits along the alignment of the East Coast Rail Link (ECRL), a multi-billion infrastructure project that promises many economic spin-offs.

After almost a decade in planning, ECRL was launched with great pomp this week.

Touted as a key game-changer for the east coast states of Peninsular Malaysia, the interstate ECRL is expected to help the economy of the four states that it covers by an additional 1.5% per year over the next 50 years.

On a micro level, more employment opportunities, particularly skilled jobs, will be made available to Malaysians. Domestic industry players especially in the construction sector, can now anticipate construction contracts to the tune of RM16bil, at least.

   
Another milstone:Najib checking out a train model at the ground-breaking ceremony this week.He called ECRL 'another milestore in the country's land public transport history".

The ECRL is expected to benefit freight transport because it would link key economic and industrial areas within the East Coast Economic Region such as the Malaysia-China Kuantan Industrial Park, Gambang Halal Park, Kertih Biopolymer Park and Tok Bali Integrated Fisheries Park to both Kuantan Port and Port Klang.

Prime Minister Datuk Seri Najib Tun Razak called it “another milestone in the country’s land public transport history”.

Despite the much highlighted economic benefits from the rail network, the venture is attracting its own share of controversies from the way the contract was awarded to the price of contract.

For one, China’s state-owned China Communications Construction Company (CCCC) has been appointed for the construction of ECRL via a direct negotiation method.

Detractors have labelled ECRL – at a cost of RM80mil per kilometre – as the world’s costliest rail project. Note that, the Gemas-Johor Baru double-tracking stretch costs RM45mil per km.

ECRL, however, will go over hilly terrain and has several tunnels to be built.

There are questions on whether the 688km rail venture, at RM55bil, will be financially feasible.

Sources say the price tag is unlikely to have included land acquisition costs.

They indicate that close to half of the land plots required for the rail link sit on private land and would require land acquisition. At this point, the total land acquisition cost is unknown.

No money in rail

The concerns of the critics are understandable, given the fact that public infrastructure projects, namely rail projects are usually not commercially viable.

A quick check on the finances of Malaysia’s very own Keretapi Tanah Melayu Bhd (KTMB) and a number of major rail operators abroad, affirms the fact that rail projects do not promise easy money.

The loss-making KTMB which was corporatised in 1992, has not been able to financially sustain itself, resulting in the deterioration of its level of service despite attempts to turn around the company.

According to the railway service operator’s latest publicly available audited report for financial year 2013, the group registered a total net loss of RM128.2mil. However, note that, the net loss had narrowed by 46% from RM238.5mil in the previous year.

Had it not been for the government’s subsidy which kept it afloat, KTMB would find it difficult to continue its operations without a further raise of its fare.

In India, where railway is a favoured mode of transportation, the Indian Railways has been incurring losses on passenger operations every year. Earlier this year, the lower chamber of the Indian parliament was told that the state-owned rail operator recorded a loss of Rs359.18bil (RM24.04bil) in the period of 2015 to 2016.

This was slightly higher than its loss of Rs334.91bil (RM22.42bil) in the period of 2014-2015.

On the other hand, China’s state-owned rail operator, China Railway Corp, was reported to have recorded a 58% increase in earnings last year despite huge losses in the first nine months. However, a zoom into its finances reveals that the high profit made was only possible due to a significant annual government subsidy.

Similarly, Singapore’s SMRT Corp which manages the city-state’s rail operations posted a profit of S$7.4mil (RM23.33mil) in its financial year of 2016. This was on the back of a revenue of S$681mil (RM2.15bil), which rose by 4.1% year-on-year.

While the rail operations saw higher ridership in that year, SMRT Corp would have registered a loss of S$9.6mil (RM30.26mil) for its rail business, if not for the net property tax refund of S$17.1mil (RM53.9mil).

Considering the lack of commercial viability in such rail projects, ECRL would ultimately require assistance from the government in ensuring smooth operations, while maintaining an affordable service for its users. This is akin a crucial trade-off, to complement the government’s move to provide an integrated transportation system in Malaysia, which is long overdue.

AmBank Group’s chief economist Anthony Dass tells StarBizWeek that for every ringgit spent on capital projects such as transportation, it generates a return or multiplier effect of around 5% to 20%.

In his estimation, he says the ECRL should create around RM50-55bil in terms of gross domestic product.

“The impact of this project to the economy will be multilevel. Impact on the respective states’ GDP and national GDP will be evident, though the magnitude of the impact on the respective states is poised to vary.

“On a longer term, once the entire project is completed, we expect strong benefits seeping into services related activities. Properties in the major towns is likely to enjoy more especially the port-connected towns, driven by logistics- and trade-related businesses.

“Other areas would benefit from the movement of tourism. As for the smaller towns, they are more likely to enjoy from the spillovers of this connectivity through movement of people commuting to work and new areas of business growth especially in areas like the small and medium businesses,” says Anthony.

High cargo projections

By the year 2040, an estimated 8 million passengers and 53 million tonnes of cargo are expected to use the ECRL service annually as the primary transport between the east coast and west coast.

By 2040, ECRL is projected to support a freight density of 19 million tonnes.

The freight cargo projections of the rail network stands in stark contrast to the total cargo volume running through the entire Malaysian railways today.

As of 2015, the entire Malaysian railways operations handled a sum of 6.21 million tons of cargo, according to a study related to the ECRL.

To note, the revenue from the operation of the venture is projected to be obtained through a transportation ratio of 30% passengers and 70% freight.

If the projections of ECRL are anything to go by, the planners are anticipating a ballistic growth in volume of cargo being moved along the tracks.

Is this realistic?

Socio Economic Research Centre executive director Lee Heng Guie remains concerned on the details of the project financing, albeit the expected trickle-down benefits of ECRL.

“While ECRL has been identified as a high impact public transport project that will connect east coast states with the west coast, especially Greater KL and Klang Valley, the high cost of RM55bil requires further justification. More clarity on the cost structure and terms and conditions of the loan is needed to ease public genuine concerns.

“It must be noted that the high costs, low profits and long gestation periods of transportation projects do not always make them financially viable. The financial viability of the ECRL would depend on the revenue generated to cover operating cash flow, including interest expenses.

“As the loan will have a seven year moratorium, the bunching of loan repayment together with interest payment will be substantial in the remaining 13 years,” he says.

Lowering cost the key

In terms of funding, 85% of the total project value of RM55bil would be to be funded by Exim Bank of China’s through a soft loan at a 3.25% interest.

The balance 15% would be financed through a sukuk programme by local banks.

There is no payment for the first seven years, and the government starts paying after the seventh year over a 13-year period.

At 3.25% interest per annum, the interest servicing bill for the project is huge.

“Hence the main challenge to this project will be to bring down cost as low as possible. The lower the cost, the lesser it would be the burden on the government’s balance sheet,” says an industry player.

Echoing a similar view, Lee noted the ERCL project loan is expected to be treated as “contingent liability” as it will be taken by Malaysia Rail Link Sdn Bhd, a special purpose vehicle owned by the Ministry of Finance.

This is also to ensure that the Federal Government will not breach the self-imposed debt to GDP ratio of 55%.

As at end-March 2017, the Federal Government’s debt stood at RM664.5bil or 50.2% of GDP.

At the end of the day, despite the concerns on the possible cost overrun in the ECRL project, proper management and efficiency in project delivery could lead to cost savings and ultimately lower overall expenditure for ECRL.

History has shown that Malaysian companies can lower the cost, especially on rail projects compared to foreign players.

In the late 1990s, a consortium of India and China state-owned companies were awarded the contract to build a double track electrified railway system from Padang Besar to Johor Baru. The cost was estimated at RM44bil and paid through crude palm oil.

However, an MMC Corp Bhd-Gamuda Bhd joint venture managed to win the job in 2003 with a RM14.3bil proposal. However this project was shelved and subsequently continued after a lull of few years.

ECRL is a seven year project to be built in stages. Many factors can come into play in that period like delay in construction and rise in material costs.

However in the bigger picture, the infrastructure venture should not merely be seen from a commercial-viable lens alone. The trickle-down benefits on the economy and the Malaysian population should also be factored into the calculations.

The lower the cost, the higher the multiplier effect.

Source: The Star by ganeshwaran kanaandgurmeet kaur

Related Link:

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The rail economics of East Coast Rail Link (ECRL)


Rail link seen as game changer but cost is a concern.


TOK Bali, a fishing village in Kelantan with its beautiful sandy beaches and pristine blue waters has long been a hidden gem among well-travelled backpackers. But that may soon change. The idyllic town is one that is touted to potentially become a tourist hotspot, as it sits along the alignment of the East Coast Rail Link (ECRL), a multi-billion infrastructure project that promises many economic spin-offs.

After almost a decade in planning, ECRL was launched with great pomp this week.

Touted as a key game-changer for the east coast states of Peninsular Malaysia, the interstate ECRL is expected to help the economy of the four states that it covers by an additional 1.5% per year over the next 50 years.

On a micro level, more employment opportunities, particularly skilled jobs, will be made available to Malaysians. Domestic industry players especially in the construction sector, can now anticipate construction contracts to the tune of RM16bil, at least.

   
Another milstone:Najib checking out a train model at the ground-breaking ceremony this week.He called ECRL 'another milestore in the country's land public transport history".

The ECRL is expected to benefit freight transport because it would link key economic and industrial areas within the East Coast Economic Region such as the Malaysia-China Kuantan Industrial Park, Gambang Halal Park, Kertih Biopolymer Park and Tok Bali Integrated Fisheries Park to both Kuantan Port and Port Klang.

Prime Minister Datuk Seri Najib Tun Razak called it “another milestone in the country’s land public transport history”.

Despite the much highlighted economic benefits from the rail network, the venture is attracting its own share of controversies from the way the contract was awarded to the price of contract.

For one, China’s state-owned China Communications Construction Company (CCCC) has been appointed for the construction of ECRL via a direct negotiation method.

Detractors have labelled ECRL – at a cost of RM80mil per kilometre – as the world’s costliest rail project. Note that, the Gemas-Johor Baru double-tracking stretch costs RM45mil per km.

ECRL, however, will go over hilly terrain and has several tunnels to be built.

There are questions on whether the 688km rail venture, at RM55bil, will be financially feasible.

Sources say the price tag is unlikely to have included land acquisition costs.

They indicate that close to half of the land plots required for the rail link sit on private land and would require land acquisition. At this point, the total land acquisition cost is unknown.

No money in rail

The concerns of the critics are understandable, given the fact that public infrastructure projects, namely rail projects are usually not commercially viable.

A quick check on the finances of Malaysia’s very own Keretapi Tanah Melayu Bhd (KTMB) and a number of major rail operators abroad, affirms the fact that rail projects do not promise easy money.

The loss-making KTMB which was corporatised in 1992, has not been able to financially sustain itself, resulting in the deterioration of its level of service despite attempts to turn around the company.

According to the railway service operator’s latest publicly available audited report for financial year 2013, the group registered a total net loss of RM128.2mil. However, note that, the net loss had narrowed by 46% from RM238.5mil in the previous year.

Had it not been for the government’s subsidy which kept it afloat, KTMB would find it difficult to continue its operations without a further raise of its fare.

In India, where railway is a favoured mode of transportation, the Indian Railways has been incurring losses on passenger operations every year. Earlier this year, the lower chamber of the Indian parliament was told that the state-owned rail operator recorded a loss of Rs359.18bil (RM24.04bil) in the period of 2015 to 2016.

This was slightly higher than its loss of Rs334.91bil (RM22.42bil) in the period of 2014-2015.

On the other hand, China’s state-owned rail operator, China Railway Corp, was reported to have recorded a 58% increase in earnings last year despite huge losses in the first nine months. However, a zoom into its finances reveals that the high profit made was only possible due to a significant annual government subsidy.

Similarly, Singapore’s SMRT Corp which manages the city-state’s rail operations posted a profit of S$7.4mil (RM23.33mil) in its financial year of 2016. This was on the back of a revenue of S$681mil (RM2.15bil), which rose by 4.1% year-on-year.

While the rail operations saw higher ridership in that year, SMRT Corp would have registered a loss of S$9.6mil (RM30.26mil) for its rail business, if not for the net property tax refund of S$17.1mil (RM53.9mil).

Considering the lack of commercial viability in such rail projects, ECRL would ultimately require assistance from the government in ensuring smooth operations, while maintaining an affordable service for its users. This is akin a crucial trade-off, to complement the government’s move to provide an integrated transportation system in Malaysia, which is long overdue.

AmBank Group’s chief economist Anthony Dass tells StarBizWeek that for every ringgit spent on capital projects such as transportation, it generates a return or multiplier effect of around 5% to 20%.

In his estimation, he says the ECRL should create around RM50-55bil in terms of gross domestic product.

“The impact of this project to the economy will be multilevel. Impact on the respective states’ GDP and national GDP will be evident, though the magnitude of the impact on the respective states is poised to vary.

“On a longer term, once the entire project is completed, we expect strong benefits seeping into services related activities. Properties in the major towns is likely to enjoy more especially the port-connected towns, driven by logistics- and trade-related businesses.

“Other areas would benefit from the movement of tourism. As for the smaller towns, they are more likely to enjoy from the spillovers of this connectivity through movement of people commuting to work and new areas of business growth especially in areas like the small and medium businesses,” says Anthony.

High cargo projections

By the year 2040, an estimated 8 million passengers and 53 million tonnes of cargo are expected to use the ECRL service annually as the primary transport between the east coast and west coast.

By 2040, ECRL is projected to support a freight density of 19 million tonnes.

The freight cargo projections of the rail network stands in stark contrast to the total cargo volume running through the entire Malaysian railways today.

As of 2015, the entire Malaysian railways operations handled a sum of 6.21 million tons of cargo, according to a study related to the ECRL.

To note, the revenue from the operation of the venture is projected to be obtained through a transportation ratio of 30% passengers and 70% freight.

If the projections of ECRL are anything to go by, the planners are anticipating a ballistic growth in volume of cargo being moved along the tracks.

Is this realistic?

Socio Economic Research Centre executive director Lee Heng Guie remains concerned on the details of the project financing, albeit the expected trickle-down benefits of ECRL.

“While ECRL has been identified as a high impact public transport project that will connect east coast states with the west coast, especially Greater KL and Klang Valley, the high cost of RM55bil requires further justification. More clarity on the cost structure and terms and conditions of the loan is needed to ease public genuine concerns.

“It must be noted that the high costs, low profits and long gestation periods of transportation projects do not always make them financially viable. The financial viability of the ECRL would depend on the revenue generated to cover operating cash flow, including interest expenses.

“As the loan will have a seven year moratorium, the bunching of loan repayment together with interest payment will be substantial in the remaining 13 years,” he says.

Lowering cost the key

In terms of funding, 85% of the total project value of RM55bil would be to be funded by Exim Bank of China’s through a soft loan at a 3.25% interest.

The balance 15% would be financed through a sukuk programme by local banks.

There is no payment for the first seven years, and the government starts paying after the seventh year over a 13-year period.

At 3.25% interest per annum, the interest servicing bill for the project is huge.

“Hence the main challenge to this project will be to bring down cost as low as possible. The lower the cost, the lesser it would be the burden on the government’s balance sheet,” says an industry player.

Echoing a similar view, Lee noted the ERCL project loan is expected to be treated as “contingent liability” as it will be taken by Malaysia Rail Link Sdn Bhd, a special purpose vehicle owned by the Ministry of Finance.

This is also to ensure that the Federal Government will not breach the self-imposed debt to GDP ratio of 55%.

As at end-March 2017, the Federal Government’s debt stood at RM664.5bil or 50.2% of GDP.

At the end of the day, despite the concerns on the possible cost overrun in the ECRL project, proper management and efficiency in project delivery could lead to cost savings and ultimately lower overall expenditure for ECRL.

History has shown that Malaysian companies can lower the cost, especially on rail projects compared to foreign players.

In the late 1990s, a consortium of India and China state-owned companies were awarded the contract to build a double track electrified railway system from Padang Besar to Johor Baru. The cost was estimated at RM44bil and paid through crude palm oil.

However, an MMC Corp Bhd-Gamuda Bhd joint venture managed to win the job in 2003 with a RM14.3bil proposal. However this project was shelved and subsequently continued after a lull of few years.

ECRL is a seven year project to be built in stages. Many factors can come into play in that period like delay in construction and rise in material costs.

However in the bigger picture, the infrastructure venture should not merely be seen from a commercial-viable lens alone. The trickle-down benefits on the economy and the Malaysian population should also be factored into the calculations.

The lower the cost, the higher the multiplier effect.

Source: The Star by ganeshwaran kanaandgurmeet kaur

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