Egypt did not buy, Indonesia did not buy, Thailand did not buy, this series of operations went down, how does it feel like this is playing?
China's high-speed railway departure recently encountered a "rebound boom", Egyptian projects suspended due to financing blockage, Indonesia's Yavan high-speed railway extension suspension, Thailand's section delayed due to budget disputes, a series of changes sparked questions about "whether playing at home."
However, if you look at the history of high-speed rail sailing around the world, Japan has been arguing about helping India build high-speed rail for eight years, and Germany's ICE trains have been shut down due to software failures. These twists and turns are the norm in the industry.
Examining each project, the root of the problem is mostly in the "local domestic affairs", the Egyptian foreign exchange shortage, the Indonesian landmark obstacle, the Thai government change, are not related to the quality of high-speed rail, these inscriptions reveal exactly three deep signals.
First, the infrastructure project has become a geopolitical "thermometer", Southeast Asian countries balance between the Sino-Japanese programs, the essence is to find the best cost-to-cost solution, as Thai officials said "need to maintain balance between all parties", and the international relations are subtle changes, and the project is likely to be involved.
Second, the cooperation model is being upgraded, the past "key-to-key project" is not enough, now the partners are more eager to "technology transfer", Indonesia in Yavan high-speed railways adhere to this demand, forcing China from "selling products" to "selling standards, sales system", cultivate local talent, export operating experience, and form a sustainable model.
Third, the funding scheme is becoming more diversified, the simple loan model is difficult to meet the demand, and diversified investment has become a trend, which is the only way for "the belt and road initiative" to mature.
Although the new project was blocked, Jakarta-Bandung Highspeed Railway, which has been in operation, handed over a brilliant report card, with over 4 million passengers transported in eight months after its opening, with a punctuality rate of 99%. It not only connects the two cities, but also allows Indonesian people to experience the benefits of the "high-speed rail economy". This demonstration effect far exceeds advertising.
China’s high-speed railway offshore is shifting from “heavy quantity” to “heavy quality”, and the Mexican project learns us about rigorous risk assessment, and the European certification process promotes the internationalization of standards, which experience is a valuable wealth.
If you compare the high-speed railway to the sea, without the need to compare the partial losses, China through each project layout, technical standards, talent training, operations management, ultimately connect to the face, form the big trend, the frustration is to pay the tuition fee, the pause is the strength, the key is to learn from it, improve the ability.
This has long gone beyond simple trade, became a deep dialogue of development concepts, international infrastructure cooperation is the "multi-dimensional chess station", Thailand in China and Japan, the essence is to seek "China speed + Japan experience + own development rights" balance, the demand of developing countries for "technology transfer" is precisely the manifestation of the awakening of development rights.
China's high-speed railway offshore is changing, from "export products" to "integration and co-creation", the real success is not to sign a lot of contracts, but to make the perfect integration of Chinese standards with local demand, to create a sustainable model, the most precious legacy of the high-speed railway, not only the railway itself, but also for the first high-speed railway technology talents cultivated in Indonesia, this "soft power" sedimentation is more far-reaching.
In the future, the infrastructure market will shift to value co-creation, China needs to transform from "infrastructure suppliers" to "development partners", both exporting technology and respecting characteristics, both sharing dividends and cultivating independent capacity, which requires patience and wisdom, but is the road to the maturity of great countries.
The railway has an end point, but the concept of common development can be extended indefinitely. When China's plan truly understands and responds to the development aspirations of all countries, the track of high-speed rail going to sea will be wider and wider. We should not only "go out", but also "go in" and enter the hearts of our partners. This road may be longer, but it is worth taking seriously.
China's high-speed railway departure recently encountered a "rebound boom", Egyptian projects suspended due to financing blockage, Indonesia's Yavan high-speed railway extension suspension, Thailand's section delayed due to budget disputes, a series of changes sparked questions about "whether playing at home."
However, if you look at the history of high-speed rail sailing around the world, Japan has been arguing about helping India build high-speed rail for eight years, and Germany's ICE trains have been shut down due to software failures. These twists and turns are the norm in the industry.
Examining each project, the root of the problem is mostly in the "local domestic affairs", the Egyptian foreign exchange shortage, the Indonesian landmark obstacle, the Thai government change, are not related to the quality of high-speed rail, these inscriptions reveal exactly three deep signals.
First, the infrastructure project has become a geopolitical "thermometer", Southeast Asian countries balance between the Sino-Japanese programs, the essence is to find the best cost-to-cost solution, as Thai officials said "need to maintain balance between all parties", and the international relations are subtle changes, and the project is likely to be involved.
Second, the cooperation model is being upgraded, the past "key-to-key project" is not enough, now the partners are more eager to "technology transfer", Indonesia in Yavan high-speed railways adhere to this demand, forcing China from "selling products" to "selling standards, sales system", cultivate local talent, export operating experience, and form a sustainable model.
Third, the funding scheme is becoming more diversified, the simple loan model is difficult to meet the demand, and diversified investment has become a trend, which is the only way for "the belt and road initiative" to mature.
Although the new project was blocked, Jakarta-Bandung Highspeed Railway, which has been in operation, handed over a brilliant report card, with over 4 million passengers transported in eight months after its opening, with a punctuality rate of 99%. It not only connects the two cities, but also allows Indonesian people to experience the benefits of the "high-speed rail economy". This demonstration effect far exceeds advertising.
China’s high-speed railway offshore is shifting from “heavy quantity” to “heavy quality”, and the Mexican project learns us about rigorous risk assessment, and the European certification process promotes the internationalization of standards, which experience is a valuable wealth.
If you compare the high-speed railway to the sea, without the need to compare the partial losses, China through each project layout, technical standards, talent training, operations management, ultimately connect to the face, form the big trend, the frustration is to pay the tuition fee, the pause is the strength, the key is to learn from it, improve the ability.
This has long gone beyond simple trade, became a deep dialogue of development concepts, international infrastructure cooperation is the "multi-dimensional chess station", Thailand in China and Japan, the essence is to seek "China speed + Japan experience + own development rights" balance, the demand of developing countries for "technology transfer" is precisely the manifestation of the awakening of development rights.
China's high-speed railway offshore is changing, from "export products" to "integration and co-creation", the real success is not to sign a lot of contracts, but to make the perfect integration of Chinese standards with local demand, to create a sustainable model, the most precious legacy of the high-speed railway, not only the railway itself, but also for the first high-speed railway technology talents cultivated in Indonesia, this "soft power" sedimentation is more far-reaching.
In the future, the infrastructure market will shift to value co-creation, China needs to transform from "infrastructure suppliers" to "development partners", both exporting technology and respecting characteristics, both sharing dividends and cultivating independent capacity, which requires patience and wisdom, but is the road to the maturity of great countries.
The railway has an end point, but the concept of common development can be extended indefinitely. When China's plan truly understands and responds to the development aspirations of all countries, the track of high-speed rail going to sea will be wider and wider. We should not only "go out", but also "go in" and enter the hearts of our partners. This road may be longer, but it is worth taking seriously.