Just call it infrastucture and to stop global warming then let it the crony capitalists and the corrupt government and voila! Cali still trying to put the high speed rail money into a pile and burn it and call it bio fuel.
China’s High Speed Rail Network Is A Trillion Dollar Debt Sinkhole Lefty sorts are always whining that other countries have high speed rail networks and we don’t. Many point to China’s extensive network of high speed rail as what we should be doing.
Tiny problem: China’s high speed rail network is a giant, unprofitable sinkhole of $1.8 TRILLION worth of debt.
The average operating loss for the system is $24 million per day.
The official amount for China National Railway debt for high speed rail is $900 billion, but since roughly half of the debt comes from local governments, the total is probably closer to $1.8 trillion.
For comparison sake, $1.8 trillion is about South Korea’s entire yearly GDP. “Shanghai, the richest city in China, has a total GDP of $600 billion in 2020, which means that even the whole year of Shanghai’s GDP won’t be able to cover the debt of China National Railway.”
It’s extensive: 37,900km, nearly double the length from 2015.
Return on high speed rail investment is only about 2%, and the bulk of bond payments for loans are coming due over the next few years. “Cash flow from railway transportation revenue isn’t enough to cover the operating costs, let alone the ability to pay the debt and interest.”
Local government debt levels are around 100%.
“More than 85% of the funds raised through urban investment bonds are earmarked for repaying old debts with new ones.”
Even the most profitable high speed rail stretch, Beijing to Shanghai, only earns a return on investment of 5%.
Japan’s successful high speed rail network serves three metropolitan areas (Tokyo, Nagoya and Osaka) that have 55% of that nation’s population.
“A professor at the School of Economics and Management of Beijing Jiaotong University concluded that the operating costs are only just covered when the transport density of a high-speed rail line reaches 36 million passenger kilometers per kilometer. In China the average transport density is only about 17 million passenger kilometers per kilometer.”
High speed rail can’t transport heavy freight.
“The Lanzhou Uramuchi HSR in western China can run more than 160 trains per day. In reality, this route only runs four trains per day.”
High speed rail occupancy rate is only 30%, and is still too expensive for most Chinese to use.
High speed rail construction has squeezed out much-needed construction of regular rail. “China’s rail freight capacity can’t meet market demand. China’s market share of road freight turnover has risen rapidly to 49% market share in 2016.” China rail has jacked up freight costs to make up for losses on high speed rail. China’s freight trucks get overloaded all the time.
China’s containerized shipping accounts for 40% of global trade, but “the proportion of China’s sea rail intermodal transport volume in 2017 was only about 2.5 percent.” 84% of port containers go out by road. So why all the money poured into high speed rail? Opportunities for corruption.
Officials see the high-speed rail project in which China is involved as a lucrative opportunity. China’s former minister of railways, known as the father of high-speed rail, was sentenced to death for corruption. Emerging industries such as high-speed rail, which offer both substantial commercial value and political achievements for local officials, have enormous room for corruption. In a systemically corrupt environment white elephant projects, that is a large project that falls significantly short of its goals, and the costs of upkeep outweigh its usefulness, are favored by many officials and businessmen looking to make a fortune. The vast majority of high-speed railways around the world can’t make ends meet on passenger revenues alone to cover their construction and operating costs. Most operate at a loss.
In light of all that, why do American leftists keep complaining about America’s lack of high speed rail? Simple: It’s the corruption, stupid. High speed rail construction offers boundless opportunities for graft and corruption, and refusing to build any keeps them from getting their snouts into another giant trough of taxpayer money…
(I didn’t expect this past week to become a string of “China’s economy is smoke and mirrors all the way down” posts, but I keep running into more examples.)
NEVER UNDERESTIMATE JOE’S ABILITY TO, WELL, YOU KNOW: Get ready for the catastrophic DEF shortage. “DEF is the acronym for Diesel Exhaust Fluid. Every diesel truck that has been made since 2010 is required to use it. It’s a product made of 67% urea (made from natural gas) and 33% de-ionized water. DEF is kept in a separate tank in the truck and the trucks using it will not start unless the DEF system is working properly. There are regulators inside the engine that mix DEF with the diesel exhaust to reduce diesel emissions. That’s the purpose of DEF. . . . So: US urea imports are falling, US DEF imports are falling. And US domestic manufacture of DEF is likewise falling and may very quickly turn critical. But what about consumer sales? How will that be affected? Let’s connect some dots. Here is dot one, Flying J and the Union Pacific railroad. . . . Remember that the trucks will not run if their DEF tanks run dry. DEF is sold through the same pumps at fuel stations as diesel fuel is. If a driver cannot fill both tanks, he can only park the truck.”
Bottom line: “Unless the nation’s truckers can refill with Diesel Exhaust Fluid, the trucks will stop. Literally. DEF production is about to crater and the country’s largest truck-fueling company, Flying J, has been directed by Union Pacific railroad to decrease its DEF-receiving shipments by 50 percent or be 100 percent embargoed. Unless resolved, this demand may cause countless thousands of 18-wheelers to be force-parked very soon, perhaps starting this month. That would be a very, very terrible event, because according to the federal Bureau of Transportation Statistics, the trucking industry transports almost three-quarter of all goods shipped in the country. Union Pacific’s largest two shareholders are Vanguard and BlackRock. Vanguard’s largest shareholder is BlackRock. BlackRock’s key figure for strategy and policy is Tom Donilon, President Obama’s former National Security Advisor. Donilon’s wife, daughter, and brother work at the Biden White House. There is no wand to be waved to make the DEF shortage simply disappear. But doing nothing is both reprehensible and indefensible. There is no one better positioned to bring this looming catastrophe to the front burner than two men and two women named Donilon. Yet nothing is exactly what is being done. Why? Well, draw your own conclusions.”
UPDATE: A Knoxville friend writes: “Ha, Rural King literally had pallets of 2.5 gallon DEF containers in their stores. $6.99, then $9.99. Now none. Same at Walmart. Tractor Supply etc. All of the newer ag equipment, tractor’s, combines etc require DEF. Talk about food shortages!”
We just need a hack so it’ll run without it. But EPA will probably block this. I liked it better when Atlas Shrugged was just a novel.
Comments
#YeahButStill
https://www.battleswarmblog.com/?p=51665
China’s High Speed Rail Network Is A Trillion Dollar Debt Sinkhole
Lefty sorts are always whining that other countries have high speed rail networks and we don’t. Many point to China’s extensive network of high speed rail as what we should be doing.
Tiny problem: China’s high speed rail network is a giant, unprofitable sinkhole of $1.8 TRILLION worth of debt.
The average operating loss for the system is $24 million per day.
The official amount for China National Railway debt for high speed rail is $900 billion, but since roughly half of the debt comes from local governments, the total is probably closer to $1.8 trillion.
For comparison sake, $1.8 trillion is about South Korea’s entire yearly GDP.
“Shanghai, the richest city in China, has a total GDP of $600 billion in 2020, which means that even the whole year of Shanghai’s GDP won’t be able to cover the debt of China National Railway.”
It’s extensive: 37,900km, nearly double the length from 2015.
Return on high speed rail investment is only about 2%, and the bulk of bond payments for loans are coming due over the next few years. “Cash flow from railway transportation revenue isn’t enough to cover the operating costs, let alone the ability to pay the debt and interest.”
Local government debt levels are around 100%.
“More than 85% of the funds raised through urban investment bonds are earmarked for repaying old debts with new ones.”
Even the most profitable high speed rail stretch, Beijing to Shanghai, only earns a return on investment of 5%.
Japan’s successful high speed rail network serves three metropolitan areas (Tokyo, Nagoya and Osaka) that have 55% of that nation’s population.
“A professor at the School of Economics and Management of Beijing Jiaotong University concluded that the operating costs are only just covered when the transport density of a high-speed rail line reaches 36 million passenger kilometers per kilometer. In China the average transport density is only about 17 million passenger kilometers per kilometer.”
High speed rail can’t transport heavy freight.
“The Lanzhou Uramuchi HSR in western China can run more than 160 trains per day. In reality, this route only runs four trains per day.”
High speed rail occupancy rate is only 30%, and is still too expensive for most Chinese to use.
High speed rail construction has squeezed out much-needed construction of regular rail. “China’s rail freight capacity can’t meet market demand. China’s market share of road freight turnover has risen rapidly to 49% market share in 2016.” China rail has jacked up freight costs to make up for losses on high speed rail.
China’s freight trucks get overloaded all the time.
China’s containerized shipping accounts for 40% of global trade, but “the proportion of China’s sea rail intermodal transport volume in 2017 was only about 2.5 percent.” 84% of port containers go out by road.
So why all the money poured into high speed rail? Opportunities for corruption.
Officials see the high-speed rail project in which China is involved as a lucrative opportunity. China’s former minister of railways, known as the father of high-speed rail, was sentenced to death for corruption. Emerging industries such as high-speed rail, which offer both substantial commercial value and political achievements for local officials, have enormous room for corruption. In a systemically corrupt environment white elephant projects, that is a large project that falls significantly short of its goals, and the costs of upkeep outweigh its usefulness, are favored by many officials and businessmen looking to make a fortune. The vast majority of high-speed railways around the world can’t make ends meet on passenger revenues alone to cover their construction and operating costs. Most operate at a loss.
In light of all that, why do American leftists keep complaining about America’s lack of high speed rail? Simple: It’s the corruption, stupid. High speed rail construction offers boundless opportunities for graft and corruption, and refusing to build any keeps them from getting their snouts into another giant trough of taxpayer money…
(I didn’t expect this past week to become a string of “China’s economy is smoke and mirrors all the way down” posts, but I keep running into more examples.)
Asked about Donald Trump. UCLA really? I'm shocked!
Hence his popularity here
https://instapundit.com/
NEVER UNDERESTIMATE JOE’S ABILITY TO, WELL, YOU KNOW: Get ready for the catastrophic DEF shortage. “DEF is the acronym for Diesel Exhaust Fluid. Every diesel truck that has been made since 2010 is required to use it. It’s a product made of 67% urea (made from natural gas) and 33% de-ionized water. DEF is kept in a separate tank in the truck and the trucks using it will not start unless the DEF system is working properly. There are regulators inside the engine that mix DEF with the diesel exhaust to reduce diesel emissions. That’s the purpose of DEF. . . . So: US urea imports are falling, US DEF imports are falling. And US domestic manufacture of DEF is likewise falling and may very quickly turn critical. But what about consumer sales? How will that be affected? Let’s connect some dots. Here is dot one, Flying J and the Union Pacific railroad. . . . Remember that the trucks will not run if their DEF tanks run dry. DEF is sold through the same pumps at fuel stations as diesel fuel is. If a driver cannot fill both tanks, he can only park the truck.”
Bottom line: “Unless the nation’s truckers can refill with Diesel Exhaust Fluid, the trucks will stop. Literally. DEF production is about to crater and the country’s largest truck-fueling company, Flying J, has been directed by Union Pacific railroad to decrease its DEF-receiving shipments by 50 percent or be 100 percent embargoed. Unless resolved, this demand may cause countless thousands of 18-wheelers to be force-parked very soon, perhaps starting this month. That would be a very, very terrible event, because according to the federal Bureau of Transportation Statistics, the trucking industry transports almost three-quarter of all goods shipped in the country. Union Pacific’s largest two shareholders are Vanguard and BlackRock. Vanguard’s largest shareholder is BlackRock. BlackRock’s key figure for strategy and policy is Tom Donilon, President Obama’s former National Security Advisor. Donilon’s wife, daughter, and brother work at the Biden White House. There is no wand to be waved to make the DEF shortage simply disappear. But doing nothing is both reprehensible and indefensible. There is no one better positioned to bring this looming catastrophe to the front burner than two men and two women named Donilon. Yet nothing is exactly what is being done. Why? Well, draw your own conclusions.”
UPDATE: A Knoxville friend writes: “Ha, Rural King literally had pallets of 2.5 gallon DEF containers in their stores. $6.99, then $9.99. Now none. Same at Walmart. Tractor Supply etc. All of the newer ag equipment, tractor’s, combines etc require DEF. Talk about food shortages!”
We just need a hack so it’ll run without it. But EPA will probably block this. I liked it better when Atlas Shrugged was just a novel.