Archive for ‘Highways’

27/04/2020

Chinese self-driving truck startup Inceptio raises $100 million – sources

BEIJING/SHANGHAI (Reuters) – China’s Inceptio Technology, a startup developing self-driving trucks, has raised $100 million in its latest funding round from logistics firm GLP, its key strategic investor G7 and other investors, two sources familiar with the matter told Reuters.

The proceeds from its series A funding round will be used to further develop its technologies and to start commercial trials, said the sources, who declined to be named as they were not authorised to speak to media.

The company, which aims to operate a freight network with autonomous driving trucks in China from 2022, has partnerships with Dongfeng Automobile Co Ltd (600006.SS), Sinotruk Hong Kong Ltd (3808.HK) and Foton (600166.SS).

The two-year-old firm is developing autonomous driving software and an in-car computing system while the truckmakers are responsible for the vehicles’ platforms.

Inceptio declined to comment. G7 and Singapore-based GLP did not immediately respond to requests for comment.

Inceptio focuses on level 3 and 4 technologies. A level 3 vehicle will enable drivers to turn their attention away from driving but they still need to take over if the car encounters a problem, while with level 4 technologies, there is no human intervention in most circumstances.

The trucking industry is expected to an earlier adopter of autonomous driving technology compared to passenger vehicle makers as driving on highways is more predictable than on busy city streets.

German automaker Daimler (DAIGn.DE) and U.S. postal giant United Parcel Service Inc (UPS.N) have invested in self-driving trucks.

Source: Reuters

29/09/2019

China anniversary: The deep cuts of 70 years of Communist rule

Children waving Chinese flagsImage copyright GETTY IMAGES
Image caption China’s version of its past is a story of prosperity, progress and sacrifice for the common good

China’s extraordinary rise was a defining story of the 20th Century, but as it prepares to mark its 70th anniversary, the BBC’s John Sudworth in Beijing asks who has really won under the Communist Party’s rule.

Sitting at his desk in the Chinese city of Tianjin, Zhao Jingjia’s knife is tracing the contours of a face.

Cut by delicate cut, the form emerges – the unmistakable image of Mao Zedong, founder of modern China.

The retired oil engineer discovered his skill with a blade only in later life and now spends his days using the ancient art of paper cutting to glorify leaders and events from China’s communist history.

“I’m the same age as the People’s Republic of China (PRC),” he says. “I have deep feelings for my motherland, my people and my party.”

Zhao Jingjia with a paper cut of Mao Zedong
Image caption For people like Zhao Jingjia, China’s success outweighs the “mistakes” of its leaders

Born a few days before 1 October 1949 – the day the PRC was declared by Mao – Mr Zhao’s life has followed the dramatic contours of China’s development, through poverty, repression and the rise to prosperity.

Now, in his modest but comfortable apartment, his art is helping him make sense of one of the most tumultuous periods of human history.

“Wasn’t Mao a monster,” I ask, “responsible for the deaths of tens of millions of his countrymen?”

“I lived through it,” he replies. “I can tell you that Chairman Mao did make some mistakes but they weren’t his alone.”

“I respect him from my heart. He achieved our nation’s liberation. Ordinary people cannot do such things.”

On Tuesday, China will present a similar, glorious rendering of its record to the world.

The country is staging one of its biggest ever military parades, a celebration of 70 years of Communist Party rule as pure, political triumph.

Beijing will tremble to the thunder of tanks, missile launchers and 15,000 marching soldiers, a projection of national power, wealth and status watched over by the current Communist Party leader, President Xi Jinping, in Tiananmen Square.

An incomplete narrative of progress

Like Mr Zhao’s paper-cut portraits, we’re not meant to focus on the many individual scars made in the course of China’s modern history.

It is the end result that matters.

Mao Zedong declares the People's Republic of China in Beijing on 1 Oct 1949Image copyright XINHUA/AFP
Image caption Mao Zedong pronounces the dawn of the People’s Republic of China on 1 October 1949

And, on face value, the transformation has been extraordinary.

On 1 October 1949, Chairman Mao stood in Tiananmen Square urging a war-ravaged, semi-feudal state into a new era with a founding speech and a somewhat plodding parade that could muster only 17 planes for the flyby.

This week’s parade, in contrast, will reportedly feature the world’s longest range intercontinental nuclear missile and a supersonic spy-drone – the trophies of a prosperous, rising authoritarian superpower with a 400 million strong middle class.

It is a narrative of political and economic success that – while in large part true – is incomplete.

New visitors to China are often, rightly, awe-struck by the skyscraper-festooned, hi-tech megacities connected by brand new highways and the world’s largest high-speed rail network.

Shanghai skylineImage copyright GETTY IMAGES
Image caption Those in China’s glittering cities may accept the trade-off of political freedom for economic growth

They see a rampant consumer society with the inhabitants enjoying the freedom and free time to shop for designer goods, to dine out and to surf the internet.

“How bad can it really be?” the onlookers ask, reflecting on the negative headlines they’ve read about China back home.

The answer, as in all societies, is that it depends very much on who you are.

Many of those in China’s major cities, for example, who have benefited from this explosion of material wealth and opportunity, are genuinely grateful and loyal.

In exchange for stability and growth, they may well accept – or at least tolerate – the lack of political freedom and the censorship that feature so often in the foreign media.

For them the parade could be viewed as a fitting tribute to a national success story that mirrors their own.

But in the carving out of a new China, the knife has cut long and deep.

The dead, the jailed and the marginalised

Mao’s man-made famine – a result of radical changes to agricultural systems – claimed tens of millions of lives and his Cultural Revolution killed hundreds of thousands more in a decade-long frenzy of violence and persecution, truths that are notably absent from Chinese textbooks.

Archive image of a starving woman and child during the famine in ChinaImage copyright GETTY/TOPICAL
Image caption Tens of millions starved to death under Mao, as China radically restructured agriculture and society

After his death, the demographically calamitous One Child Policy brutalised millions over a 40-year period.

Still today, with its new Two Child Policy, the Party insists on violating that most intimate of rights – an individual’s choice over her fertility.

The list is long, with each category adding many thousands, at least, to the toll of those damaged or destroyed by one-party rule.

Chinese baby in front of Chinese flagImage copyright GETTY IMAGES
Image caption Beijing still regulates how many children families can have

There are the victims of religious repression, of local government land-grabs and of corruption.

There are the tens of millions of migrant workers, the backbone of China’s industrial success, who have long been shut out of the benefits of citizenship.

A strict residential permit system continues to deny them and their families the right to education or healthcare where they work.

And in recent years, there are the estimated one and a half million Muslims in China’s western region of Xinjiang – Uighurs, Kazakhs and others – who have been placed in mass incarceration camps on the basis of their faith and ethnicity.

China continues to insist they are vocational schools, and that it is pioneering a new way of preventing domestic terrorism.

The stories of the dead, the jailed and the marginalised are always much more hidden than the stories of the assimilated and the successful.

Viewed from their perspective, the censorship of large parts of China’s recent history is not simply part of a grand bargain to be exchanged for stability and prosperity.

People holding pictures of Mao and the Little Red Book in Tiananmen Square, 1966

Getty
Timeline of modern China

  • 1949 Mao declares the founding of the People’s Republic of China
  • 1966-76 Cultural Revolution brings social and political upheaval
  • 1977 Deng Xiaoping initiates major reforms of China’s economy
  • 1989 Army crushes Tiananmen Square pro-democracy protests
  • 2010 China becomes the world’s second-largest economy
  • 2018 Xi Jinping is cleared to be president for life
It is something that makes the silence of their suffering all the more difficult to penetrate.

It is the job of foreign journalists, of course, to try.

‘Falsified, faked and glorified’

But while censorship can shut people up, it cannot stop them remembering.

Prof Guo Yuhua, a sociologist at Beijing’s Tsinghua University, is one of the few scholars left trying to record, via oral histories, some of the huge changes that have affected Chinese society over the past seven decades.

Her books are banned, her communications monitored and her social media accounts are regularly deleted.

“For several generations people have received a history that has been falsified, faked, glorified and whitewashed,” she tells me, despite having been warned not to talk to the foreign media ahead of the parade.

“I think it requires the entire nation to re-study and to reflect on history. Only if we do that can we ensure that these tragedies won’t be repeated.”

People with poster of Mao ZedongImage copyright GETTY IMAGES
Image caption Can progress really be attributed to the leadership?

A parade, she believes, that puts the Communist Party at the front and centre of the story, misses the real lesson, that China’s progress only began after Mao, when the party loosened its grip a bit.

“People are born to strive for a better, happier and more respectful life, aren’t they?” she asks me.

“If they are provided with a tiny little space, they’ll try to make a fortune and solve their survival problems. This shouldn’t be attributed to the leadership.”

‘Our happiness comes from hard work’

As if to prove the point about how the unsettled, censored pasts of authoritarian states continue to impact the present, the parade is for invited guests only.

Mao's portrait hanging in Tiananmen SquareImage copyright GETTY IMAGES
Image caption Mao’s portrait will, as it always is, be watching over the events in Tiananmen Square

Another anniversary, of which Tiananmen Square is the centrepiece, is also being measured in multiples of 10 – it is 30 years since the bloody suppression of the pro-democracy protests that shook the foundations of Communist Party rule.

The troops will be marching – as they always do on these occasions – down the same avenue on which the students were gunned down.

The risk of even a lone protester using the parade to mark a piece of history that has largely been wiped from the record is just too great.

With central Beijing sealed off, ordinary people in whose honour it is supposedly being held, can only watch it on TV.

Zhao

Back in his Tianjin apartment, Zhao Jingjia shows me the intricate detail of a series of scenes, each cut from a single piece of paper, depicting the “Long March”, a time of hardship and setback for the Communist Party long before it eventually swept to power.

“Our happiness nowadays comes from hard work,” he tells me.

It is a view that echoes that of the Chinese government which, like him, has at least acknowledged that Mao made mistakes while insisting they shouldn’t be dwelt on.

“As for the 70 years of China, it’s extraordinary,” he says. “It can be seen by all. Yesterday we sent two navigation satellites into space – all citizens can enjoy the convenience that these things bring us.”

Media caption What was China’s Cultural Revolution?

Source: The BBC

17/08/2019

Are Chinese infrastructure loans putting Africa on the debt-trap express?

  • Beijing has lent billions of dollars to countries on the continent to build railways, highways and airports but critics say the borrowings are unsustainable
  • Chinese officials say the projects will pay off in the long run and host nations are well aware of their limits and needs
Illustration: Lau Kakuen
Illustration: Lau Kakuen
When Clement Mouamba went to Beijing last year, he had two main tasks.
The prime minister of the Republic of Congo needed to find out exactly how much his country owed to China, a number the struggling, oil-rich central African nation had until then not been able to provide the International Monetary Fund (IMF) to qualify for a bailout. He also needed to convince Beijing to restructure its debt to ensure sustainability.
The IMF had put talks for further loans on hold until Mouamba’s administration could say exactly how much it had to repay to the country’s external creditors, including China – the republic’s single largest bilateral lender – and oil multinationals such as Glencore and Trafigura.
The country, which heavily depends on oil revenue, turned to China and private oil majors for funding to run the government when in 2014 oil prices fell from a high of US$100 per barrel to as low as US$30.

Critics say countries on the continent are being burdened with unrealistic levels of debt for inviable infrastructure backed and built by China without adequate transparency and scrutiny.

The biggest concern is that several African countries will be left with huge debts and grandiose infrastructure that they cannot maintain and run profitably. I liken it to borrowing money to buy a Tesla when you don’t have adequate access to electricity: Obert Hodzi of the University of Helsinki in Finland

But Chinese observers say the West must take some of the blame for the countries’ debt problems and that the support China offers will benefit the host countries in the long run.

In the early 1990s, when China began to embrace Africa again after years of isolation from the outside world, the aspiring manufacturer was at a serious disadvantage in the race for raw materials and markets for its industrial goods.

The former colonial powers of the West had already sewn up deals for many of the continent’s most lucrative and readily exploitable reserves, from fossil fuels to minerals.

China needed new strategies to convince African governments to allow it access raw materials for its industries and markets for its products to a largely unfamiliar partner.

China also wanted to challenge the dominance of the US in global trade and politics so it courted allies in Africa to help it push for political legitimacy in international institutions.

A Kenya Railways freight train leaves the port station on the Mombasa-Nairobi railway in Mombasa, Kenya, a huge project backed by China. Photo: Bloomberg
A Kenya Railways freight train leaves the port station on the Mombasa-Nairobi railway in Mombasa, Kenya, a huge project backed by China. Photo: Bloomberg

At the time, many African leaders were under fire to liberalise their economies. China’s approach was to promise not to meddle in individual country’s internal affairs and assure African countries that they could get billions in exchange for future delivery of minerals through resource-backed deals.

Beijing sold its policies that it had no conditions attached to its development finance. In the drive to drum up business, China promised affordable loans for African countries to build roads, bridges, highways, airports and power dams.

Is Kenya’s Chinese-built railway a massive white elephant?

But Beijing also pursued tied finance, ensuring that countries borrowing from China used Chinese contractors to implement the projects rather than open them up to outside bids.

In addition, many of the deals were built on weak financial, technical and environmental conditions, with Chinese state firms conducting the technical feasibility, environmental impact assessment and financial viability studies for free for projects that they also build.

For example, in Kenya, the China Road and Bridge Corporation conducted a free feasibility study that was used in the construction of the railway.

The same company was handed the contract to implement the project and is operating both the passenger and cargo train service for a fee.

Chinese companies were responsible for the construction of a rail line between Addis Ababa and Djibouti. Photo: AFP
Chinese companies were responsible for the construction of a rail line between Addis Ababa and Djibouti. Photo: AFP

In contrast, the World Bank and its partner institution, the IMF, demand that such studies be done by an independent consultant and not by the company that implements the project.

According to data compiled by the China-Africa Research Initiative, at the Johns Hopkins University School of Advanced International Studies, Beijing has advanced loans worth US$143 billion to African countries since 2000, levels that some critics say are unsustainable for the borrowers.

China meets resistance over Kenya coal plant, in test of its African ambitions

For many of China’s new African partners, these arrangements – from easy lending terms, to non-competitive bidding and opaque contract details – have led to new problems – problems that corrupt or poorly managed governments now share substantial responsibility.

Some critics, both in the West and in host countries, suggest there is a “debt-trap strategy” at the heart of Beijing’s push for international business and influence, but there is no evidence that China deliberately pushes other countries into debt to seize their assets or gain sway.

However, the drive for overseas contracts and big business has led some countries into difficulties with new debts, and there are question marks over the viability of many of the projects the money is funding.

Obert Hodzi, an international relations expert at the University of Helsinki in Finland, said the Addis Ababa-Djibouti railway and the Mombasa-Nairobi railway were good examples of huge projects that were financed by easy borrowing terms from China but were not sustainable and that had in turn forced the African partners to seek further Chinese help.

“The biggest concern is that several African countries will be left with huge debts and grandiose infrastructure that they cannot maintain and run profitably,” Hodzi said. “I liken it to borrowing money to buy a Tesla when you don’t have adequate access to electricity.”

Ken Opalo, a Kenyan scholar at Georgetown University in Washington, said the key issue was the inability of African countries to design projects that were actually needed for the local economies.

A road is not just a means of transport but an economic belt or corridor that will catalyse the development of the whole region: Huang Xueqing, spokeswoman for the Chinese embassy in Nairobi

“Most African countries have been willing to accept projects designed, financed, and implemented by Chinese firms,” Opalo said.
“It would be better to decouple the feasibility studies and design phases of projects from the financing. That way African governments can ensure that they are truly getting value for money.”
But Chinese officials said Beijing had invested in infrastructure largely at the request of the host countries, adding that it could take time to yield returns on the projects.

Huang Xueqing, spokeswoman for the Chinese embassy in Nairobi, said the projects were valid assets with value that would grow in time.

“So, in the long run, it is beneficial to the host countries. Just like when young people buy a house with a mortgage, they may take some debts, but they have a place to live in and have their own assets,” Huang said.

“Underdeveloped infrastructure is the bottleneck that has been holding back Africa’s development. Up to today, many African countries, although in the same continent, are not connected with direct flights, railways or even roads. You have to fly to Paris or Zurich in order to get to some African countries.

“A road is not just a means of transport but an economic belt or corridor that will catalyse the development of the whole region.”

Huang said Beijing had advised the countries to act within their means and not to overstretch themselves when they considered projects that might not be in line with local conditions.

“When making investment decisions, the Chinese side, along with the recipient countries, carry out rigorous feasibility studies and evaluations. We do things according to our ability,” she said.

China’s leadership has also said it is paying close attention to the fiscal and financial difficulties faced by some African countries.

“As a good friend and good brother … the Chinese side is willing to lend a helping hand when needed by the African people to help them overcome temporary difficulties,” State Councillor and Foreign Minister Wang Yi said in January while on a trip to Ethiopia, adding that the debt situation in Africa is also a legacy issue.

China must allay any debt-trap fears in its dealings with Africa

“The African debt issue does not come up today, still less is it caused by the Chinese side. The African people know who are the initiators of African debt.”

The West should take a lot of the blame for worsening debt problems in some African countries, according to Li Anshan, from Peking University’s Centre for African Studies.

He cited the cases of Liberia and the Democratic Republic of Congo, two countries that have had close relations with the West for many years but remain ravaged by war and poverty despite immense natural resources.

“China-Africa relations have been going on for quite some time. Is there any African country which has got poorer because of its deal with China?” Li said.

Gyude Moore, a former Liberian minister of public works whose department oversaw construction and maintenance of various public infrastructure funded and built by China, said it would be difficult to imagine that China would knowingly ensnare its partners in debt.

“China attempts to differentiate itself from Western donors by limiting non loan-related conditionality. China also practices non-interference, so how a country manages its resources, treats its people or deploy its finances were considered ‘internal’,” he said.

“So, Chinese loans are negotiated faster and place less emphasis on public financial management.”

Moore, now a visiting fellow at the Centre for Global Development, said there were trade-offs in such situations.

China focuses on sustainable projects to dismiss fears of African debt trap

“If the loans are going to be fast – the due diligence will not be as rigorous. Chinese project selection mixes political with economic considerations. So, while a project may not make as much economic sense, it may pay political dividends,” he said.

He said non-transparent processes would invite abuse, be they Chinese, Western or African.

Other observers say the question of opacity is more directly related to China’s own economic system.

Howard French, author of China’s Second Continent: How a Million Migrants are Building a New Empire in Africa, said China has very limited transparency and public accountability in its own domestic processes.

The Mombasa railway station is seen in Mombasa, Kenya, in 2018. Photo: Xinhua
The Mombasa railway station is seen in Mombasa, Kenya, in 2018. Photo: Xinhua

“So it would be unusual to expect that China would introduce greater transparency and accountability in its dealings with African countries than it is used to at home – that is, unless African governments insist on it,” French said.

“And this is where African governance comes in. African states should insist on contract transparency but often don’t do so because that offers leaders plentiful opportunities for graft.”

David Shinn, professor of international relations at George Washington University in Washington, agreed that China’s lack of loan transparency was a huge problem and increased the risk of corruption on both the African and Chinese sides. But he also said that in some cases, African governments might have negotiated poorly.

“This is, however, the responsibility of the African government. I don’t think China is purposely trying to encourage African debts in order to gain leverage,” Shinn said.

“In fact, China is becoming more careful about its lending because it is concerned it has made too much credit available to some African countries.”

China ‘ready to talk’ about trade deal with East Africa bloc

Huang Hongxiang, director of China House, a Nairobi-based consultancy that helps Chinese in Africa integrate better, agreed, saying the Chinese government needs to communicate more about projects in Africa but African countries also have a bigger part to play in ensuring better deals.

“On commercial viability, accountability, transparency and governance, I believe the responsibility does not lie with China, the US or the West but in the hands of African countries,” he said.

Wherever the fault lies, one thing is clear when money is wasted on ill-designed projects that have little to no economic return, according to Opalo.

“The lack of planning and transparency creates default risks … [and] African taxpayers will be left holding the bag.”

This article is the third in a series examining the local impact of Chinese investment and infrastructure projects in Africa. Read part one  here and part two

 here

.

The next report will examine whether African countries can speak with one voice in relations with China.
Source: SCMP
13/03/2019

China’s coastal province Shandong unveils bln-dollar infrastructure plan

JINAN, March 13 (Xinhua) — Transport authorities in east China’s Shandong Province announced that it plans to invest 162.2 billion yuan (about 24.2 billion U.S. dollars) on roads, railways, ports and airports this year.

The investment is aimed at building an integrated infrastructure network in the province, said Jiang Cheng, head of the provincial transport department.

Last year, fixed asset investment in Shandong’s transportation sector reached 160 billion yuan, among which 115.8 billion yuan was spent on roads, highways and waterways, up 28 percent year on year.

This year, 61 percent of the investment will be on roads, Jiang said.

Shandong has set a target for its expressway mileage to reach 7,400 km by 2020. By the end of this year, the total will hit 6,400 km, he said.

More roads, bridges, and stations will be built in rural areas, he added.

About 10 railway projects are under construction in the province this year, with a total planned investment of 32 billion yuan (4.7 billion dollars). Upon completion, the province will be better connected with big cities such as Beijing, Shanghai and Tianjin.

Shandong had a permanent population of 100.4 million at the end of 2018. It is one of the most populous provinces in China. An improved infrastructure network will better meet economic and social needs.

Source: Xinhua

15/02/2019

Pulwama attack: India will ‘completely isolate’ Pakistan

India has said it will ensure the “complete isolation” of Pakistan after a suicide bomber killed 46 soldiers in Indian-administered Kashmir.

Federal Minister Arun Jaitley said India would take “all possible diplomatic steps” to cut Pakistan off from the international community.

India accuses Pakistan of failing to act against the militant group which said it carried out the attack.

This is the deadliest attack to hit the disputed region in decades.

Both India and Pakistan claim all of Muslim-majority Kashmir but only control parts of it.

An insurgency has been ongoing in Indian-administered Kashmir since the late 1980s and there has been an uptick in violence in recent years.

How will India ‘punish’ Pakistan?

India says that Jaish-e-Mohammad, the group behind the attack, has long had sanctuary in Pakistan and accuses its neighbour of failing to crack down on it.

It has called for global sanctions against the group and has said it wants its leader, Masood Azhar, to be listed as a terrorist by the UN security council.

Although India has tried to do this several times in the past, its attempts were repeatedly blocked by China, an ally of Pakistan.

Mr Jaitley set out India’s determination to hold Pakistan to account when speaking to reporters after attending a security meeting early on Friday.

He also confirmed that India would revoke Most Favoured Nation status from Pakistan, a special trading privilege granted in 1996.

Pakistan said it was gravely concerned by the bombing but rejected allegations that it was in any way responsible.

But after Prime Minister Narendra Modi said in a speech that those behind the attack would pay a “heavy price”, many analysts expect more action from Delhi.

After a 2016 attack on an Indian army base that killed 19 soldiers, Delhi said it carried out a campaign of “surgical strikes” in Pakistan-administered Kashmir, across the de facto border. But a BBC investigation found little evidence militants had been hit.

However analysts say that even if the Indian government wants to go further this time, at the moment its options appear limited due to heavy snow across the region.

map

How did the attack unfold?

The bomber used a vehicle packed with explosives to ram into a convoy of 78 buses carrying Indian security forces on the heavily guarded Srinagar-Jammu highway about 20km (12 miles) from the capital, Srinagar.

“A car overtook the convoy and rammed into a bus,” a senior police official told BBC Urdu.

It stands as the deadliest militant attack on Indian forces in Kashmir since the insurgency began in 1989.

The bomber is reported to be Adil Dar, a high school dropout who left home in March 2018. He is believed to be between the ages of 19 and 21.

Soon after the attack Jaish-e-Mohammad released a video, which was then aired on the India Today TV channel. In it, a young man identified as Adil Dar spoke about what he described as atrocities against Kashmiri Muslims. He said he joined the banned group in 2018 and was eventually “assigned” the task of carrying out the attack in Pulwama.

He also said that by the time the video was released he would be in jannat (heaven).

Dar is one of many young Kashmiri men who have been radicalised in recent years. On Thursday, main opposition leader Rahul Gandhi said that the number of Kashmiri men joining militancy had risen from 88 in 2016 to 191 in 2018.

India has been accused of using brutal tactics to put down protests in Kashmir – with thousands of people sustaining eye injuries from pellet guns used by security forces.

What’s the reaction?

“We will give a befitting reply, our neighbour will not be allowed to de-stabilise us,” said Prime Minister Modi.

Mr Gandhi and two former Indian chief ministers of Jammu and Kashmir all condemned the attack and expressed their condolences.

The attack has also been widely condemned around the world, including by the US and the UN Secretary General.

The White House called on Pakistan to “end immediately the support and safe haven provided to all terrorist groups operating on its soil”.

Pakistan said it strongly rejected any attempts “to link the attack to Pakistan without investigations”.

What’s the background?

There have been at least 10 suicide attacks since 1989 but this is only the second suicide attack to use a car.

Prior to Thursday’s bombing, the deadliest attack on Indian security forces in Kashmir this century came in 2002, when militants killed at least 31 people at an army base in Kaluchak near Jammu, most of them civilians and relatives of soldiers.

At least 19 Indian soldiers were killed when militants stormed a base in Uri in 2016. Delhi blamed that attack on the Pakistani state, which denied any involvement.

The latest attack also follows a spike in violence in Kashmir that came about after Indian forces killed a popular militant, 22-year-old Burhan Wani, in 2016.

More than 500 people were killed in 2018 – including civilians, security forces and militants – the highest such toll in a decade.

India and Pakistan have fought three wars and a limited conflict since independence from Britain in 1947 – all but one were over Kashmir.

Who are Jaish-e-Mohammad?

Started by cleric Masood Azhar in 2000, the group has been blamed for attacks on Indian soil in the past, including one in 2001 on the parliament in Delhi which took India and Pakistan to the brink of war.

Most recently, the group was blamed for attacking an Indian air force base in 2016 near the border in Punjab state. Seven Indian security personnel and six militants were killed.

It has been designated a “terrorist” organisation by India, the UK, US and UN and has been banned in Pakistan since 2002.

However Masood Azhar remains at large and is reportedly based in the Bahawalpur area in Pakistan’s Punjab province.

India has demanded his extradition from Pakistan but Islamabad has refused, citing a lack of proof.

Source: The BBC

15/02/2019

Kashmir attack: Pak envoy summoned, ‘verifiable’ action against JeM sought

Foreign Secretary Vijay Gokhale told the high commissioner that Pakistan must take “immediate and verifiable action” against the Jaish-e-Mohammed terror group that has claimed responsibility for Thursday’s attack in Kashmir.

INDIA Updated: Feb 15, 2019 15:12 IST

HT Correspondent
HT Correspondent
Hindustan Times, New Delhi
PM Modi Jhansi,Modi Pulwama attack,Pulwama attack
Prime Minister Narendra Modi(PTI file photo)

India on Friday summoned Pakistan envoy Sohail Mahmood to lodge a strong protest over the suicide bombing in south Kashmir’s Pulwama by Pakistan-based terror group Jaish-e-Mohammad (JeM).

Foreign Secretary Vijay Gokhale told the high commissioner that Pakistan must take “immediate and verifiable action” against the Jaish-e-Mohammed terror group that has claimed responsibility for Thursday’s attack in Kashmir.

A Jaish suicide bomber on Thursday rammed a car packed with explosives into a CRPF convoy on the Jammu-Srinagar highway. The CRPF has confirmed 38 deaths in the suicide bombing, counted among the bloodiest in Kashmir. Initial reports, quoting security officials, had said 44 jawans were feared to have been killed in the attack.

The foreign secretary also told Pakistan that it must “immediately stop” groups or individuals linked to terrorism operating from its territories.

In the hours after Thursday’s attack, New Delhi had issued a strong statement that accused Pakistan of giving “full freedom” to the terror group to operate and expand its terror infrastructure to carry out attacks in India and elsewhere with impunity.

Islamabad responded with a two-line statement that said it had “always condemned heightened acts of violence” in Kashmir. Pakistan also said it will “strongly reject any insinuation by elements in the Indian government and media circles that seek to link the attack to the State of Pakistan without investigations”.

Foreign Secretary Gokhale rejected this statement by the Pakistan foreign office.

Source: Hindustan Times

13/01/2017

Opinion is divided on China’s massive infrastructure projects | The Economist

CHINA is proud of its infrastructure: its cavernous airports, snaking bridges, wide roads, speedy railways and great wall. This national backbone (minus the wall) bears the weight of the world’s second-largest economy and its biggest human migration, as hundreds of millions of people move around the country during the lunar new-year holidays—the rush officially begins on January 13th.

Western leaders often shake their heads in disbelief at the sums China spends on its huge projects. And some analysts question how much of it has been wisely spent. In a widely circulated study published last autumn, Atif Ansar of Oxford University’s Saïd Business School and his co-authors say the world’s “awe and envy” is misplaced. More than half of China’s infrastructure projects have “destroyed economic value”, they reckon. Their verdict is based on 65 road and rail projects backed by the Asian Development Bank (ADB) or the World Bank since the mid-1980s. Thanks to the banks’ involvement, these projects are well documented.

One example is a 147-km, four-lane toll road in southern Yunnan province, which was built with the help of an ADB loan approved in 1999. The ADB expected the Yuanjiang-Mohei highway (Yuan-Mo for short) to cut travel times, reduce traffic accidents and lower the costs of fuelling and repairing vehicles, adding up to a compelling economic return of 17.4% a year. By 2004, however, traffic was 49% below projections and costs were more than 20% over budget, thanks to unforgiving terrain prone to landslides.

Were such setbacks enough to damn over half of the projects they examined? As a rule, the ADB and World Bank will approve an undertaking only if they expect its broad benefits (the economic gains from reduced travel times, fewer accidents, etc) to exceed its costs by a large margin, leaving ample room for error. Mr Ansar and his co-authors assume this margin is 40%: they posit a ratio of expected benefits to costs of 1.4 for every project. They scoured the banks’ review documents for examples of cost overruns and traffic shortfalls. Given these assumptions, a project becomes unviable if costs overrun by more than 40%, traffic undershoots by 29%, or some combination of the two. Of the 65 projects, 55% fell into this category. Yuan-Mo was one.

These projects may not be representative of China’s infrastructure-building as a whole. But there is little reason to think they are unusually bad. They are often managed with greater rigour, thanks to the involvement of outside lenders.The authors’ conclusion, however, rests on their assumption about the margin for error built into the projects they looked at. Take Yuan-Mo, for example. Its projected benefits, over its first 20 years of operation, were several times greater than its costs. But as often with roads, the costs arrive early; the benefits are spread thinly over many years. In the time it takes for an investment to pay off, the resources used could have been earning a return elsewhere. So it is necessary to reduce the future payoffs by some annual percentage, known as a “discount rate”. The higher this is, the lower the value placed today on tomorrow’s gains.

So a lot turns on what rate is chosen. For historical reasons, the ADB adopts a high one of 12%. At that rate, Yuan-Mo’s ratio of expected benefits to costs equals 1.5, roughly in line with the authors’ assumptions. But at a gentler rate of 9%, the ratio improves to about 2. At a rate of 5.3% (more in line with government borrowing costs) the ratio rises to 3. With these higher margins for error, many fewer elephants turn white. At a ratio of 2, the share falls to 28%. If the ratio is assumed to be 3, the proportion of duds falls to just 8%.

The authors also assume that any traffic shortfall persists throughout its life. That is not always the case. Traffic on Yuan-Mo, for example, has rebounded, according to the road’s operator. By 2015 it was 31% higher than the ADB projected back in 1999. Around last year’s lunar new-year holiday the road handled record numbers. Some white elephants turn grey with age.

Source: Opinion is divided on China’s massive infrastructure projects | The Economist

30/12/2015

Historian praises China’s global infrastructure building, criticizes West’s destructive methods – Xinhua | English.news.cn

China, with its impressive international infrastructure initiatives, has injected impetus into global growth, a U.S.-German historian has said, while criticizing Washington’s hawkish attitude, as reported by Sputnik.

China is “leading an economic renaissance of a scale not seen in more than a century,” said F. William Engdahl, a historian and economic researcher, in his recent article for New Eastern Outlook. “Beijing is, with customary Chinese speed, linking its economy by land and by sea lanes to all Eurasia,” the historian wrote, previously saying that China is “moving forward with an impressive array of major international infrastructure projects” in various regions. “For my side, I infinitely prefer the peaceful building projects to the destroying ones,” Engdahl said.

During the Johannesburg Summit of the Forum on China-Africa Cooperation (FOCAC) in early December in South Africa, Chinese President Xi Jinping unveiled the 60-billion-U.S.-dollar aid package for Africa in the next three years. The package seeks to help Africa to industrialize, modernize its agricultural production, boost the skills of its workers, build infrastructure and improve its health care.

“Unlike NATO’s endless wars, construction of infrastructure — railways, water navigation, electric power grids, lifts people up and enhances peace and stability,” Engdahl said, pointing out that Xi’s offer benefits both Africa and China.

China is also establishing a more amicable, vibrant neighborhood and is deepening economic ties with European countries through its Belt and Road initiative. The Belt and Road initiative, comprising the Silk Road Economic Belt and the 21st Century Maritime Silk Road, was brought up by Xi in 2013, with the aim of building a trade and infrastructure network connecting Asia with Europe and Africa along the ancient Silk Road routes.

The initiative creates a “golden opportunity” for the countries of Central and Eastern Europe that are facing economic difficulties, linking the East and the West of the Eurasian continent through a vast network of high-speed railways and maritime routes, Engdahl said.

“China is the world address in rail infrastructure today, while the West, led by the pathetic rail construction record of the USA, falls farther and farther behind,” Engdahl said, referring to China’s planned construction of a Hungary-Serbia high-speed railway. The railway linking the capitals of Hungary and Serbia, Budapest and Belgrade, has a total length of 350 km, with 184 km in Serbia. It is designed for electric passenger and cargo trains with a maximum speed of 200 km per hour. Once complete, it will help create a fast lane for importing and exporting products between China and Europe.

Besides recognizing the export of “Chinese rail technology” to Europe, the researcher also mentioned Beijing’s intentions to invest in constructing and upgrading port facilities in the Baltic, Adriatic, and Black Seas.

Source: Historian praises China’s global infrastructure building, criticizes West’s destructive methods – Xinhua | English.news.cn

15/01/2014

Wuhan overpass swings into place[1]- Chinadaily.com.cn

A 17,000-ton section of an overpass was rotated 106 degrees, one step closer to the completion of an elevated highway in Wuhan city, Central China\’s Hubei province, on Jan 14, 2014. The section on pier number Z63, at a height of 15 meters, was built along the railway to not disturb trains. It finished rotating and joined its other parts in 90 minutes. The completed overpass will be 256 meters long and span 11 railways, including the Beijing-Guangzhou Railway and Wuhan-Hefei Railway. It is expected to open to traffic this month.

Wuhan overpass swings into place

via Wuhan overpass swings into place[1]- Chinadaily.com.cn.

Enhanced by Zemanta
21/06/2013

4.7-trillion-yuan plan to double mainland road network by 2030

SCMP: “Central government earmarks 4.7 trillion yuan for upgrading and extending roads, giving the country 400,000km of highway by 2030

shenzhen_international_toll_roads_4634887.jpg Newspapers suggest 4.7-trillion-yuan plan to double mainland road network by 2030

The mainland will spend 4.7 trillion yuan (HK$5.9 trillion) in the next 17 years to more than double its network of major roads, top transport officials said yesterday.

Dai Dongchang , chief planner with the Ministry of Transport‘s general planning department, told a press conference that a recently approved blueprint for road expansion included 50,000 kilometres of toll highways and 160,000 kilometres of toll-free “national trunk ways”, which are narrower and have slower top speeds.

The mainland has 173,000 kilometres of the two kinds of road at present and the plan approved by the State Council last month says that should rise to 400,000 kilometres by 2030.

By then, toll-free trunk ways should connect all counties, Dai said, while highways should connect all cities with populations of more than 200,000, as well as important transport junctions and border ports.

Huang Min , head of the National Development and Reform Commission‘s basic industry department, said 18 cities of more than 200,000 lacked highway links at present, while more than 900 counties were not connected to national trunk ways.

The new highways would include two north-south routes in the nation’s west, Huang said, with many of the 900 counties expecting new trunk ways also located in the west.

The mainland now had about 110 million private vehicles, 60 times the number in 1981, when the plan for the existing road system was drafted, he said.

Dai said the volume of goods carried on mainland roads was 3.7 times the volume carried on United States’ roads and was expected to at least double by 2030, along with the number of passenger vehicles.

He said China had previously paid more attention to the construction of highways and small roads in the countryside, leading to sluggish development and poor maintenance of trunk ways.

The blueprint forecasts a total of 5.8 million kilometres of roads on the mainland by 2030 – 84 per cent countryside roads, 9 per cent provincial roads and 7 per cent highways and trunk ways.”

via 4.7-trillion-yuan plan to double mainland road network by 2030 | South China Morning Post.

See also: https://chindia-alert.org/economic-factors/chinas-infrastructure/

Law of Unintended Consequences

continuously updated blog about China & India

ChiaHou's Book Reviews

continuously updated blog about China & India

What's wrong with the world; and its economy

continuously updated blog about China & India