China Economy: News & Discussion

helin

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On Tuesday, #CATL Chairman Zeng Yuqun announced at the 15th Annual Meeting of the New Champions, World Economic Forum that the company's civilian electric passenger aircraft project is progressing, with an expected range of 2,000-3,000 kilometers by 2027-2028. The 8-ton aircraft, currently under development, follows the successful test flight of a 4-ton electric plane. Additionally, the cost, lifespan, and low-temperature performance of CATL's next-gen sodium-ion batteries, expected next year, will soon be improved.
 

helin

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Why India, unlike China, won’t be an economic superpower
1 Aug 2023|Ashoka Mody
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In March 1985, the Wall Street Journal showered India’s new prime minister, Rajiv Gandhi, with its highest praise. In an editorial titled ‘Rajiv Reagan’, the newspaper compared the 40-year-old Gandhi to ‘another famous tax cutter we know’, and declared that deregulation and tax cuts had triggered a ‘minor revolution’ in India.
Three months later, on the eve of Gandhi’s visit to the United States, Columbia University economist Jagdish Bhagwati was even more effusive. ‘Far more than China today, India is an economic miracle waiting to happen,’ he wrote in the New York Times. ‘And if the miracle is accomplished, the central figure will be the young prime minister.’ Bhagwati also praised the reduced tax rates and regulatory easing under Gandhi.
The early 1980s marked a pivotal historical moment, as China and India—the world’s most populous countries, with virtually identical per capita incomes—began liberalising and opening up their economies. Both countries elicited projections of ‘revolution’ and ‘miracle’. But while China grew rapidly on a strong foundation of human-capital development, India shortchanged that aspect of its growth. China became an economic superpower; projections of India as next are little more than hype.
The differences have been long in the making. In 1981, the World Bank contrasted China’s ‘outstandingly high’ life expectancy of 64 years to India’s 51 years. Chinese citizens, it noted, were better fed than their Indian counterparts. Moreover, China provided nearly universal health care, and its citizens—including women—enjoyed higher rates of primary education.
The World Bank report highlighted China’s remarkable strides towards gender equality during the Mao Zedong era. As Nicholas Kristof and Sheryl WuDunn note in their 2009 book Half the sky, China (particularly its urban areas) became ‘one of the best places to grow up female’. Increased access to education and the higher female labour-force participation rate resulted in lower birth rates and improved child-rearing practices. Recognising China’s progress in developing human capital and empowering women, the World Bank made an unusually bold prediction: China would achieve a ‘tremendous increase’ in living standards ‘within a generation or so’.
Rather than tax cuts or economic liberalisation, the World Bank report focused on a historical fact recently emphasised by Brown University economist Oded Galor. Since the dawn of the Industrial Revolution, every instance of economic progress—the crux of which is sustained productivity growth—has been associated with investments in human capital and higher female workforce participation.
To be sure, market liberalisation greatly helped Chinese and Indian growth. But China built its successful development strategy on the twin pillars of human capital and gender equality, areas in which India has lagged far behind.
Even after it became more market-oriented, China invested impressively in its people, outpacing India in raising education and health standards to levels necessary for an internationally competitive workforce. The World Bank’s 2020 Human Capital Index—which measures countries’ education and health outcomes on a scale of 0 to 1—gave India a score of 0.49, below Nepal and Kenya, both poorer countries. China scored 0.65, similar to the much richer (in per capita terms) Chile and Slovakia.
While China’s female labour-force participation rate has decreased to roughly 62% from around 80% in 1990, India’s has fallen over the same period from 32% to around 25%. Especially in urban areas, violence against women has deterred Indian women from entering the workforce.
Together, superior human capital and greater gender equality have enabled much higher Chinese total factor productivity growth, the most comprehensive measure of resource-use efficiency. Assuming that the two economies were equally productive in 1953 (roughly when they embarked on their modernisation efforts), China became over 50% more productive by the late 1980s. Today, China’s productivity is nearly double that of India. While 45% of Indian workers are still in the highly unproductive agriculture sector, China has graduated even from simple, labour-intensive manufacturing to emerge, for example, as a dominant force in global car markets, especially in electric vehicles.
China is also better prepared for future opportunities. Seven Chinese universities are ranked among the world’s top 100, with Tsinghua and Peking among the top 20. Tsinghua is considered the world’s leading university for computer science, while Peking is ranked ninth. Likewise, nine Chinese universities are among the top 50 globally in mathematics. By contrast, no Indian university, including the celebrated Indian Institutes of Technology, is ranked among the world’s top 100.
Chinese scientists have made significant strides in boosting the quantity and quality of their research, particularly in fields such as chemistry, engineering and materials science, and could soon take the lead in artificial intelligence.
Since the mid-1980s, Indian and other international observers have predicted that the authoritarian Chinese hare would eventually falter and the democratic Indian tortoise would win the race. Recent events—China’s harsh zero-Covid restrictions, rising youth unemployment and the adverse repercussions of the Chinese authorities’ ham-handed efforts to rein in the country’s overgrown real-estate sector and large tech companies—seem to support this view.
But while China, with its deep well of human capital and greater gender equality, stands poised at the frontiers of both the old and the new economies, Indian leaders and their international counterparts tout an ahistorical ability to leapfrog over a fragile human foundation with shiny digital and physical infrastructure. China has a plausible path through its current muddle. India, by contrast, risks falling into blind alleys of unfounded optimism.
Author
Ashoka Mody, visiting professor of international economic policy at Princeton University, previously worked for the World Bank and the International Monetary Fund. He is the author of India is broken: a people betrayed, independence to today. This article is presented in partnership with Project Syndicate © 2023. Image: Sankhadeep Banerjee/NurPhoto via Getty Images.
 

hurrians

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  • Challenges remain in skilling and human development, but the difference between a Subbarao and Ashoka Mody is simple.
  • The former is trying to see what can or should be done; the latter is trying to emphasise that nothing can or will be done
 

hurrians

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An important milestone in the PRC government’s restriction of political speech on Tencent’s WeChat (微信) and other social media platforms, the “Seven Bottom Lines” mandates the political allegiance of all users, stating that anyone posting publicly on these platforms must ensure their posts “forge an online patriotic culture, with the soul of online culture resting on the national interest” — and must “eat and live socialism.”

 

rockdog

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@helin not sure why you are working overtime, the forum is closing.
Dude, that's sad news, r u guys making some alternative? any possible way i would donate some? I think i m the oldest Chinese member here since 2010, since badguy2000 disappeared for long time.
 

karn

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Dude, that's sad news, r u guys making some alternative? any possible way i would donate some? I think i m the oldest Chinese member here since 2010, since badguy2000 disappeared for long time.
Do you have access to discord ?
You can keep Touch there while the members try to get an alt up . In this day and age any online presence requires copious amounts of lawyers.
 

helin

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Science and Technology Daily Qingdao, June 26 (Reporter Song Yingying) On June 26, the world's first commercially operated carbon fiber subway train "CETROVO 1.0 Carbon Star Express" was officially launched in Qingdao. Compared to traditional subway vehicles, this train is 11% lighter, ushering in a new era of green upgrades for subway trains.

The train was co-developed by CRRC Qingdao Sifang Co., Ltd. (hereinafter referred to as "CRRC Sifang") and the Qingdao Metro Group. Currently, the train has completed the factory type test, and according to the plan, it will be put into passenger demonstration operation on Line 1 of the Qingdao Metro within this year.

Liu Jinzhu, the chief designer of the carbon fiber subway train at CRRC Sifang, introduced that the vehicle body and bogie frame of this train adopt carbon fiber composite materials, which have the technical advantages of being lighter, more energy-efficient, higher in strength, stronger in environmental adaptability, and lower in full-life-cycle maintenance costs. Compared to traditional metal subway vehicles, the carbon fiber subway vehicle has a 25% lighter body, a 50% lighter bogie frame, about 11% lighter overall, 7% lower operating energy consumption, and can reduce carbon dioxide emissions by about 130 tons per train per year, equivalent to afforestation of 101 acres.

"We have achieved independent end-to-end capabilities in the selection, design, manufacturing, simulation, and testing of carbon fiber composite materials, systematically solving issues such as electromagnetic compatibility, sound insulation, and thermal insulation, and have built a track vehicle system solution based on carbon fiber composites, effectively reducing the train's operating energy consumption and wheel-rail wear," Liu Jinzhu said.

In addition, CRRC Sifang has applied digital twin technology to create a carbon fiber train SmartCare intelligent maintenance platform, realizing self-detection and self-diagnosis of the overall vehicle safety, structural health, and performance. The life-cycle maintenance cost of this vehicle has been reduced by 22%.

Lü Xiaojun, senior chief designer of the CRRC Sifang Technology Center, introduced that vehicle lightweighting is the key technology to realize the greening and decarbonization of rail vehicles. Carbon fiber has the advantages of light weight, high strength, fatigue resistance, and corrosion resistance, with a strength more than 5 times that of steel, but a weight less than 1/4 of steel, making it an ideal material for vehicle lightweighting.

"The advent of commercially operated carbon fiber subway trains marks a revolutionary transformation of the main load-bearing structure of vehicles from metal materials to carbon fiber composites," Lü Xiaojun believes. This leap not only breaks through the bottleneck of traditional metal materials in weight reduction, but also leads China's subway train lightweighting technology to a new height, which is of great significance in promoting the green transformation of urban rail transit and helping the industry achieve the "dual carbon" goal.
 

helin

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Vietnam seeks China's support to develop high-speed rail project

Vietnam seeks China's support to develop high-speed rail project



Written by: Cheng Yihua
publishing: 2024-06-26 22:50 renew:2024-06-26 22:50



According to news released by the Vietnam Government News Network on June 25, Vietnamese Prime Minister Pham Minh Ching told Lou Qiliang, Chairman of China Railway Communications and Signaling Group, during the Dalian World Economic Forum that Vietnam needs China's assistance in railway design, construction and technology transfer. .

According to sources, China has strong railway development capabilities, which is also a key area for Vietnam to achieve industrialization, modernization and rapid and sustainable development.

Pham Minh Ching said that the Vietnamese government is willing to create favorable conditions for Chinese companies to invest in Vietnam and carry out mutually beneficial cooperation. He hopes that China Railway Communications and Signaling Group and related enterprises will participate in Vietnam's railway construction, assist Vietnam in cultivating talents, transfer technology, and share railway industry development experience with Vietnam.

Pham Minh Ching also proposed that Chinese companies cooperate with the Vietnamese Ministry of Transport and relevant departments to carry out specific projects, including the timely construction of three railways including Lao Cai-Hanoi-Haiphong; Dong Dang-Hanoi; Mong Cai-Halong-Haiphong, to promote the cross-border transportation between Vietnam and China China's border standard gauge railway connection, as well as urban rail transit projects in Hanoi and Ho Chi Minh City.
 

MiG-29SMT

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Why India, unlike China, won’t be an economic superpower
1 Aug 2023|Ashoka Mody
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In March 1985, the Wall Street Journal showered India’s new prime minister, Rajiv Gandhi, with its highest praise. In an editorial titled ‘Rajiv Reagan’, the newspaper compared the 40-year-old Gandhi to ‘another famous tax cutter we know’, and declared that deregulation and tax cuts had triggered a ‘minor revolution’ in India.
Three months later, on the eve of Gandhi’s visit to the United States, Columbia University economist Jagdish Bhagwati was even more effusive. ‘Far more than China today, India is an economic miracle waiting to happen,’ he wrote in the New York Times. ‘And if the miracle is accomplished, the central figure will be the young prime minister.’ Bhagwati also praised the reduced tax rates and regulatory easing under Gandhi.
The early 1980s marked a pivotal historical moment, as China and India—the world’s most populous countries, with virtually identical per capita incomes—began liberalising and opening up their economies. Both countries elicited projections of ‘revolution’ and ‘miracle’. But while China grew rapidly on a strong foundation of human-capital development, India shortchanged that aspect of its growth. China became an economic superpower; projections of India as next are little more than hype.
The differences have been long in the making. In 1981, the World Bank contrasted China’s ‘outstandingly high’ life expectancy of 64 years to India’s 51 years. Chinese citizens, it noted, were better fed than their Indian counterparts. Moreover, China provided nearly universal health care, and its citizens—including women—enjoyed higher rates of primary education.
The World Bank report highlighted China’s remarkable strides towards gender equality during the Mao Zedong era. As Nicholas Kristof and Sheryl WuDunn note in their 2009 book Half the sky, China (particularly its urban areas) became ‘one of the best places to grow up female’. Increased access to education and the higher female labour-force participation rate resulted in lower birth rates and improved child-rearing practices. Recognising China’s progress in developing human capital and empowering women, the World Bank made an unusually bold prediction: China would achieve a ‘tremendous increase’ in living standards ‘within a generation or so’.
Rather than tax cuts or economic liberalisation, the World Bank report focused on a historical fact recently emphasised by Brown University economist Oded Galor. Since the dawn of the Industrial Revolution, every instance of economic progress—the crux of which is sustained productivity growth—has been associated with investments in human capital and higher female workforce participation.
To be sure, market liberalisation greatly helped Chinese and Indian growth. But China built its successful development strategy on the twin pillars of human capital and gender equality, areas in which India has lagged far behind.
Even after it became more market-oriented, China invested impressively in its people, outpacing India in raising education and health standards to levels necessary for an internationally competitive workforce. The World Bank’s 2020 Human Capital Index—which measures countries’ education and health outcomes on a scale of 0 to 1—gave India a score of 0.49, below Nepal and Kenya, both poorer countries. China scored 0.65, similar to the much richer (in per capita terms) Chile and Slovakia.
While China’s female labour-force participation rate has decreased to roughly 62% from around 80% in 1990, India’s has fallen over the same period from 32% to around 25%. Especially in urban areas, violence against women has deterred Indian women from entering the workforce.
Together, superior human capital and greater gender equality have enabled much higher Chinese total factor productivity growth, the most comprehensive measure of resource-use efficiency. Assuming that the two economies were equally productive in 1953 (roughly when they embarked on their modernisation efforts), China became over 50% more productive by the late 1980s. Today, China’s productivity is nearly double that of India. While 45% of Indian workers are still in the highly unproductive agriculture sector, China has graduated even from simple, labour-intensive manufacturing to emerge, for example, as a dominant force in global car markets, especially in electric vehicles.
China is also better prepared for future opportunities. Seven Chinese universities are ranked among the world’s top 100, with Tsinghua and Peking among the top 20. Tsinghua is considered the world’s leading university for computer science, while Peking is ranked ninth. Likewise, nine Chinese universities are among the top 50 globally in mathematics. By contrast, no Indian university, including the celebrated Indian Institutes of Technology, is ranked among the world’s top 100.
Chinese scientists have made significant strides in boosting the quantity and quality of their research, particularly in fields such as chemistry, engineering and materials science, and could soon take the lead in artificial intelligence.
Since the mid-1980s, Indian and other international observers have predicted that the authoritarian Chinese hare would eventually falter and the democratic Indian tortoise would win the race. Recent events—China’s harsh zero-Covid restrictions, rising youth unemployment and the adverse repercussions of the Chinese authorities’ ham-handed efforts to rein in the country’s overgrown real-estate sector and large tech companies—seem to support this view.
But while China, with its deep well of human capital and greater gender equality, stands poised at the frontiers of both the old and the new economies, Indian leaders and their international counterparts tout an ahistorical ability to leapfrog over a fragile human foundation with shiny digital and physical infrastructure. China has a plausible path through its current muddle. India, by contrast, risks falling into blind alleys of unfounded optimism.
Author
Ashoka Mody, visiting professor of international economic policy at Princeton University, previously worked for the World Bank and the International Monetary Fund. He is the author of India is broken: a people betrayed, independence to today. This article is presented in partnership with Project Syndicate © 2023. Image: Sankhadeep Banerjee/NurPhoto via Getty Images.
India can advance, it just needs some technologies like desalinization of sea water, a good sewage system and recycling water and probably 3D hosing technology
1719613593060.png

1719613689246.png


1719613762593.png



since lack of water and new housing is needed for India, If India achieves that and I think they can do it their development will speed up

1719613969763.png


So basically that is a crap report

Basically they just need green technologies nothing they can not do
 

vikasd

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Dude, that's sad news, r u guys making some alternative? any possible way i would donate some? I think i m the oldest Chinese member here since 2010, since badguy2000 disappeared for long time.
Consider joining defence.in
 

helin

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China Has Plans for the World’s Largest Particle Collider

China wants to build a next-generation particle collider that would be cheaper and more powerful than Europe’s planned successor to the Large Hadron Collider
By Gemma Conroy & Nature magazine
Particles collision in Hadron Collider with red and yellow explosion lines and lights at end and center of swirl.

vchal/Getty Images
Particle Physics
China hopes to build a US$5-billion particle smasher within three years — beating Europe’s proposed mega-collider to the punch. The 100-kilometre Circular Electron Positron Collider (CEPC) would aim to measure the Higgs boson — a mysterious particle that gives everything mass — in exquisite detail. Such information could answer fundamental questions about how the Universe evolved and why particles interact in the way that they do.
Next year, the proposal for the CEPC will go before the Chinese government for possible inclusion in its next five-year plan. If it can win government support, construction could begin in 2027 and would take around a decade, according to a comprehensive technical-design report published on 3 June. The report estimates that the supersized collider would cost 36.4 billion yuan (US$5.2 billion), which would make it considerably cheaper to build and run than Europe’s US$17 billion Future Circular Collider (FCC). Construction on the European facility will begin in the 2030s if it receives government approval.

Inside its enormous underground tunnel, the CEPC would smash together electrons and their antiparticles, positrons, at extraordinarily high energies to generate millions of Higgs bosons. The sheer number of them would allow researchers to study the particle in greater detail than ever before, says Andrew Cohen, a theoretical physicist at the Hong Kong University of Science and Technology. By measuring the Higgs more precisely, researchers will be able to probe questions that reach beyond the Standard Model — the leading but incomplete theory of what the cosmos is made of — such as the nature of dark matter and why there is more ordinary matter than antimatter in the Universe.
The latest report includes a detailed blueprint of the accelerator’s layout design and component prototypes, says physicist Wang Yifang, director of the Chinese Academy of Science’s Institute of High Energy Physics (IHEP) in Beijing. It also includes assessments of three potential sites: Qinhuangdao, Changsha and Huzhou. “We are now confident this is a real machine that we can build,” says Wang.
Many of the components that are planned for China’s mega machine are already being tested at other facilities in the country, says Frank Zimmermann, a physicist at CERN, Europe’s particle-physics laboratory near Geneva, Switzerland. Among these are the near-complete High Energy Photon Source in Beijing. Given that China is already home to a collider that is similar to the CEPC — the Beijing Electron Positron Collider — IHEP might now have more expertise in this area than does CERN, says Zimmermann, who chaired the review committee for the CEPC’s technical-design report and is also involved in the FCC. “They made big progress,” he says.

Help from abroad
The technical-design report demonstrates that China is capable of building the CEPC’s accelerator with little assistance from international researchers, says Cohen, a member of the CEPC International Advisory Committee. “If they want to build the accelerator and move forward, they can.” But he adds that China will probably need to draw on outside expertise to develop the collider’s detectors, which were not the focus of the report.
Another hurdle the CEPC could face is attracting funding from other countries in light of ongoing geopolitical tensions, says Tian Yu Cao, a historian and philosopher of particle physics and quantum field theory at Boston University in Massachusetts. “I think that there will be greater resistance from the West to help China,” says Cao.

But the challenge of securing international funding isn’t unique to China. In May, the German government said it would not pay its portion of the FCC’s US$17 billion price tag, which was a big setback for the project.
However, Wang is confident that the CEPC will be an international effort. He points out that international researchers already account for 30–50% of teams working at some of China's massive physics facilities — among them the Jiangmen Underground Neutrino Observatory in Kaiping, which is due to start running this year. “We believe [the CEPC] is going to be similar,” he says.
In the meantime, Wang and his team are working on an engineering-design report that will outline the construction of the CEPC in more detail. “We are trying to make sure we are fully ready for such a project,” says Wang.
This article is reproduced with permission and was first published on June 17, 2024.
 

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Vietnam seeks China's support to develop high-speed rail project

Vietnam seeks China's support to develop high-speed rail project's support to develop high-speed rail project



Written by: Cheng Yihua
publishing: 2024-06-26 22:50 renew:2024-06-26 22:50



According to news released by the Vietnam Government News Network on June 25, Vietnamese Prime Minister Pham Minh Ching told Lou Qiliang, Chairman of China Railway Communications and Signaling Group, during the Dalian World Economic Forum that Vietnam needs China's assistance in railway design, construction and technology transfer. .

According to sources, China has strong railway development capabilities, which is also a key area for Vietnam to achieve industrialization, modernization and rapid and sustainable development.

Pham Minh Ching said that the Vietnamese government is willing to create favorable conditions for Chinese companies to invest in Vietnam and carry out mutually beneficial cooperation. He hopes that China Railway Communications and Signaling Group and related enterprises will participate in Vietnam's railway construction, assist Vietnam in cultivating talents, transfer technology, and share railway industry development experience with Vietnam.

Pham Minh Ching also proposed that Chinese companies cooperate with the Vietnamese Ministry of Transport and relevant departments to carry out specific projects, including the timely construction of three railways including Lao Cai-Hanoi-Haiphong; Dong Dang-Hanoi; Mong Cai-Halong-Haiphong, to promote the cross-border transportation between Vietnam and China China's border standard gauge railway connection, as well as urban rail transit projects in Hanoi and Ho Chi Minh City.
Screenshot_2024-07-03-20-25-33-303_com.android.chrome.jpg
Screenshot_2024-07-03-20-25-33-303_com.android.chrome.jpg

This is the geography of Vietnam. I'd be very interested in knowing where exactly the Viets propose to run their HSR .

Secondly there's a mismatch between the contents of the article & its headline. There's absolutely nothing in the article about any HSR.
 

helin

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View attachment 259597View attachment 259597
This is the geography of Vietnam. I'd be very interested in knowing where exactly the Viets propose to run their HSR .

Secondly there's a mismatch between the contents of the article & its headline. There's absolutely nothing in the article about any HSR.
Vietnam Calls for Chinese Support in Advancing Rail Projects
July 2, 2024Posted by Vietnam BriefingWritten by Vu Nguyen HanhReading Time: 5 minutes
The Vietnam government is seeking more Chinese investments and technological support in advancing national and cross-border rail projects, which will both reduce logistics costs and provide effective public transportation.

Vietnam seeks China’s help in railway construction and modernization
On June 24, Vietnam Prime Minister Pham Minh Chinh asked Chinese businesses to invest in developing the country’s rail sector. He noted that Vietnam had yet to fully utilize its rail system, which includes over 2,000 kilometers of rail and 300 stations. Chinh stressed the urgent need for technology transfers and human resource training to improve the sector.

Vietnam’s PM stated this request at a meeting with Chinese rail and energy industry executives at the June 24 to 27 World Economic Forum (WEF) Dalian Summit.

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Talking with Sun Rongkun, chairman of Dalian Locomotive and Rolling Stock Co (DLoco), PM Chinh reiterated the Vietnam government’s determination to advance its country’s railway networks as an affordable transport option for commuters and proposed cooperating with DLoco.

In response, Sun informed the PM of DLoco’s keen interest in partnering with Vietnam to produce rolling stocks and to facilitate technology transfers. State-owned energy firm PowerChina echoed this interest, also expressing willingness to participate in Vietnam’s urban rail and energy projects.

Vietnam and China signed a joint statement in December last year, committing to uphold their Comprehensive Strategic Cooperative Partnership and establish a cross-border railway.

The latest talks between Vietnam’s authorities and Chinese firms show that the scope for collaboration continues to expand as both countries remain keen to deepen cross-border ties.

Key rail projects highlighted
At a separate meeting with Lou Qiliang, chairman of China Railway Signal & Communication Corporation (CRSC), in Dalian on June 25, the PM once again sought Chinese assistance in design, construction, and technology transfers for three railway projects:

  • Yunnan – Lao Cai – Hai Phong;
  • Lang Son – Ha Noi; and
  • Dongxing (Guangxi province) – Mong Cai – Hai Phong.
The three rail projects spanning 700 kilometers are critical in promoting trade between Vietnam and China.

During the same meeting, Vietnam’s Minister of Transport, Nguyen Van Thang, discussed the country’s plan to build the North-South High-Speed Railway. The line will be over 1,500 kilometers long and is projected to start before 2030. It is a state priority and is expected to create up to 332,300 jobs during construction, as well as employ 14,000 workers once operational.

The minister sought China’s assistance in railway construction, rolling stock manufacturing, and signal system setup, while acknowledging the country’s expertise in these fields and its competitive prices.

The Railway Project Management Unit (Vietnam Railways) of the Vietnam Ministry of Transport (MT) listed seven key national railway projects in 2024:

  • The North-South High-speed route;
  • The Lao Cai – Ha Noi – Hai Phong route;
  • The Ho Chi Minh City – Can Tho route;
  • The Thu Thiem – Long Thanh route;
  • The Bien Hoa – Vung Tau route;
  • The Ngoc Hoi – Lac Dao route; and
  • The Yen Vien – Lao Cai route.
Vietnam’s aging railway systems have long awaited investments to transform and improve connectivity linkages for commercial logistics and offer affordable and reliable public transportation.

Upgrading existing Vietnam-China rail links
According to a Ministry of Planning and Investment’s (MPI) statement on April 9, Vietnam plans to begin work on two high-speed rail routes connecting it with China by 2030. Both will be part of the North-South High-speed Railway, which links Hanoi with the bustling business center of Ho Chi Minh City.

Highways and two old railway lines enable ground transportation between the two countries. One rail route is the Hanoi-Pingxiang-Nanning line, built in 1940, and the other is the Lao Cai – Kunming (Yunnan province) line, first constructed by the French in the early 20th century.

Looking forward, the cross-border projects in tandem with the North-South High-Speed rail route will contribute to bilateral commercial exchanges and regional trade connectivity.

Read more: Vietnam-China Trade: Transport Ministry Proposes Update to Railway Link.

Demand for lowering logistics costs
China, which is the world’s second-largest economy, is Vietnam’s largest trading partner and a crucial source of imports for its manufacturing sector.

According to data from Vietnam’s government, Vietnam-China trade grew 22 percent yearly to US$43.6 billion in the first quarter of 2024. It’s now reaching the US$100-billion threshold for the first six months of this year, per reporting in the Vietnamnet Global.

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Last year, the Railway Transport and Trading Joint Stock Company (Ratraco) said that Vietnam was working to boost agricultural exports to China via railroad due to the rising demand, especially for fresh fruits like durians, watermelons, coconuts, and bananas and seafood.

Sea freight is a typical means of transport for many Vietnamese agricultural products to China, but it is not a viable option for fresh fruits as the shipping time is longer than the produce’s shelf life. Fresh fruits can only last for 25-27 days starting from their harvest day.

Rail transport is a less time-consuming option and is thus less costly.

A part of the broader Belt and Road Initiative
The North-South High-Speed Railway project is considered an ambitious initiative with a projected cost of up to US$72 billion. Vietnam has traditionally relied on Japanese expertise for such kinds of projects, but a recent pivot to China implies a strategic shift in regional trade dynamics.

Vietnamese authorities have been seeking both technological and financial support from China. An array of cooperation agreements, signed during Chinese President Xi Jinping’s visit to Hanoi last December, demonstrate strong trade and commercial partnerships between Vietnam and China.

Looking at the larger context, the bilateral collaboration in railway projects is part of a larger infrastructure scheme under China’s Belt and Road Initiative (BRI), which attempts to establish linkages between China and its regional partners.

Vietnam is not alone since its Southeast Asian counterparts also participate in the BRI’s railway schemes:

  • The semi-high-speed Laos-China railway, opened to passengers in 2021, connects Kunming, a commercial hub in southwestern China, to the Laos capital, Vientiane. The line is about 1,000 kilometers long, and the whole journey takes around 10 hours.
  • The project to connect Bangkok (Thailand) to Laos-China: Despite delays and mounting construction costs, work on the line is now underway and expected to be in operation by 2028.
  • China aims to further extend the line into the capital of Kuala Lumpur in northern Malaysia and end it in Singapore.
  • The Jakarta-Bandung High-speed Railway is the first China-backed project of its kind in Southeast Asia. The Indonesian project launched in October 2023.
Qian Zhou, Associate Managing Editor, Asia Briefing, comments on the potential collaboration between Vietnam and China.

Zhou notes that cooperation with Vietnam on high-speed rail construction has several positive implications for China:
  • International promotion of technology and management experience: China has rich experience in high-speed rail technology innovation, engineering implementation, and operational management. By participating in Vietnam’s high-speed rail construction, China can showcase the advanced and reliable nature of its high-speed rail technology to the world, further supporting its “going global” strategy. This enhances China’s competitiveness and influence in the international high-speed rail market.
  • Promoting economic cooperation between China and Vietnam: High-speed rail construction is a massive system project involving multiple fields and industries. Cooperation between China and Vietnam in this area will facilitate exchanges and collaboration in economics, technology, and management, strengthening bilateral trade relations. Additionally, this collaboration helps China expand its overseas market and promote related industries.
  • Enhancing regional connectivity: High-speed rail serves as modern transportation infrastructure that plays a crucial role in regional connectivity and economic integration. The rail link between China and Vietnam will shorten the distance between the two countries, facilitating travel for people and goods and deepening cooperation in trade and investment.
However, it is also important to note that any international project must fully consider the interests and practical needs of all involved parties to ensure the feasibility and sustainability of the project. Therefore, whether China and Vietnam can successfully collaborate on high-speed rail construction depends on effective communication, coordination, and long-term development efforts from both sides.
Conclusion
Vietnam’s authorities currently view China as a strategic source of funding, expertise, and technology for its attempts to modernize and expand its existing rail infrastructure.

The proposed multi-stakeholder collaboration among experts, businesses, and authorities, on the railway projects is expected to benefit both Vietnam and China, as the two countries commit to enhancing the infrastructure to facilitate regional travel and trade. The BRI investment will not just bolster Vietnam’s regional linkage networks with China but also its Southeast Asian partners.
 

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