Putting aside the past, for the future

I am a 27-year-old member of DAP. When the announcement was first made that Bersatu will join the opposition coalition, I could not stomach it.

I shook my head at the idea of working with a political party with a race-based façade. We the opposition had fought long against the laws, policies, the institutional and social fragmentation that occurred during former prime minister Dr Mahathir Mohamad’s era – how could we turn our backs on our work all these years and now sleep with the devil (so to speak)?

I figured that there must have been a reason for this move, and instead of criticising, chose to first listen to my leaders. In doing so, I effectively had a mirror held up in front of me for a good, hard look. I realised that the questions I asked, had too, reflected of me. Let me explain why.

东海岸铁路计划(ECRL)造价大增至700亿令吉?

百乐镇州议员杨美盈于2017年10月13日（星期五）在八打灵再也所发布的媒体文告。

布城务必要回答东海岸铁路计划（ECRL）要马来西亚人民买单的成本是否已经去到700亿令吉。

我们关切The Edge有关ECRL的造价可能会大增至700亿令吉的报导[1]。

当建造ECRL的计划首次对外宣布的时候，东海岸经济区域发展理事会（ECERDC）的总执行长拿督杰巴新甘姆（Datuk Jebasingam Issac John）在2014年4月被报章引述说，ECRL工程的造价将会是大约300亿令吉。为ECRL工程完成可行性研究的HSS综合私人有限公司在2015年12月在其公司简介及能力报告中披露，它已经研究了ECRL原本计划当中的545公里长的路线，而这项工程的造价将会是290亿令吉。

政府在去年随着路线的长度增加而宣布这项工程的造价是550亿令吉，这比HSS的可行性报告所预估的价格还要高出80%。然后，我们现在面对着它的造价会大增至700亿令吉的可能性！我们想要布城厘清，ECRL要马来西亚人民买单的确切成本究竟有多少？

ECRL to cost more than RM70 billion?

Media Statement by Yeo Bee Yin, State Assemblywoman for Damansara Utama on Friday 13 October 2017 in Petaling Jaya.

Putrajaya must answer if East Coast Rail Line (ECRL) will cost Malaysians up to RM 70 billion.

We read with concern the report on The Edge Malaysia regarding the potential ballooning of ECRL cost to up to RM 70 billion [1].

When the plan to build ECRL was first announced, the East Coast Economic Region Development Council (ECERDC) CEO, Datuk Jebasingam Issac John was quoted in the newspaper in April 2014 that the ECRL project would cost around RM30 billion. In December 2015, HSS Integrated Sdn Bhd, which completed the feasibility study of the ECRL project, disclosed in its Corporate Profile and Capability statement that it studied the originally proposed ECRL route of 545km long and the project would cost RM 29 billion.

Last year, with some additional length to the route, the government announced the cost at RM 55 billion, which was already approximately 80% increase based on the feasibility study by HSS. Now we are looking at the potential further balloning of cost up to RM 70 billion!

We would like to seek clarification from Putrajaya as to how much exactly will ECRL cost the Malaysian people?

While we welcome rail infrastructure project in the east coast, we are perplexed at the high price tag. ECRL is set to be the most expensive mega infrastructure project our country has ever built. Nevertheless, the most expensive mega project in Malaysia was awarded to a China’s firm - China Communication Construction Co Ltd (CCCC) at an exorbitant price without an open tender. We have in our previous statements compared ECRL cost to other rail projects around the world and showed how the price tag of RM55 billion was unreasonable. One of The Edge articles rightfully described the ECRL as the world’s costliest railway of its class.

The cost of the ECRL project will affect the price of the passengers’ train tickets as well as the cargo’s freight fees - the higher the project cost, the more expensive the train tickets and freight fees will be. When the prices of passenger train tickets and cargo transportation are not competitive as a result of bloated project cost, the ECRL will likely become under-utilised and become an expensive white elephant. Otherwise the government needs to subsidise it to keep the price competitive through tax payers’ monies. Either way the rakyat will eventually need to pay for it.

Therefore, we strongly believe that the Malaysian people deserve to know more details on the cost structure of the project. In the light of the risk of further ballooning of construction cost, we urge Putrajaya to disclose the detailed breakdown of cost of the project.

Perhaps the MCA president and transport minister Liow Tiong Lai, who has been singing praise about the project, can hold a dialogue with concerned Malaysians to explain in detail as to how come ECRL cost so much?

[1] http://www.theedgemarkets.com/article/newsbreak-ecrl-cost-balloon-due-doubletrack-feature

MCA Land Grab in PJ and Its Perverted Definition on “Public Service”

Media Statement by Yeo Bee Yin, ADUN for Damansara Utama on Friday 29 September 2017 in Petaling Jaya.

MCA Land Grab in Petaling Jaya (PJ) and Its Perverted Definition on “Public Service”

Since our exposé on MCA land grab in Petaling Jaya on 14 September, three MCA leaders - MCA Selangor vice-chairperson Tang Chong Sang, former Member of Parliament for Petaling Jaya Utara (PJU) Chew Mei Fun and the now MCA PJU division chief Tan Gim Tuan, has come forward to justify the 1 acre land grab in PJ at RM1 per sq ft on the ground that MCA will use it for “public service”.

The question is, if MCA really intended the land for "public service", there's absolutely no need for MCA to "own" the land. If fact, if it is for public service, the land should be owned by the state government.

The question Malaysians would like to ask MCA is, what guarantee can they provide that the piece of land will be used for public service?

In fact, why is it that MCA is now in applying for the land to be rezoned and converted from “water body” to “commercial" land?

马华在八打灵再也的抢地，以及它对于“公共服务”的歪曲定义

百乐镇州议员杨美盈于2017年9月29日（星期五）在八打灵再也所发布的媒体文告。

马华在八打灵再也的抢地，以及它对于“公共服务”的歪曲定义

自从我们在9月14日揭发马华在八打灵再也抢地，马华的三位领袖，即马华雪兰莪副主席陈章成、前八打灵再也北区国会议员周美芬以及现在的马华八打灵再也北区区部主席陈锦传都纷纷出来辩解，马华以每平方英尺1令吉的价格购下在八打灵再也的1英亩的土地，是因为马华将会把这个地段用在“公共服务”上。

这里的问题是，假如马华真的要把地用在“公共服务”上，它是绝对没有必要要“拥有”这块地的。事实上，假如它是用在公共服务上的话，这块地应该是由州政府所拥有才对。

马来西亚人民想要问马华的是，他们可以如何保证这块地将会用在公共服务上？

MO1妻子应该将粉红钻石归还

百乐镇州议员杨美盈于2017年8月8日（星期二）在八打灵再也所发布的媒体文告。

MO1妻子应该将粉红钻石归还，以增加学前教育和关怀的政府投资额。

读到罗斯玛哀叹国家学前教育计划缺乏资金的报导，实在令人觉得好笑[1].

美国司法部在它最新一轮的民事充公诉讼里指控，一马公司被挪用的资金有一部分用来购置价值2730万美元的22克拉的粉红钻石吊坠，以及价值130万美元的27种不同的18克拉的金项链和手镯给马来西亚一号官员（MO1）妻子。

根据首相纳吉的财政预算案演词，政府已经在2017年拨款8500万令吉给国家学前教育计划[2]。 但粉红钻石的价值就已经达到1亿2000万令吉了，超过国家学前教育计划一年的拨款！

Isteri MO1 mesti pulangkan Permata Merah Jambu

Kenyataan media Yeo Bee Yin, ADUN Damansara Utama pada hari Selasa 8 Ogos 2017 di Petaling Jaya.

Isteri MO1 mesti pulangkan Permata Merah Jambu demi mempertingkat pelaburan awam dalam pendidikan awal kanak-kanak

Membaca laporan berita tentang bagaimana Datin Seri Rosmah Mansor begitu sedih tentang kurangnya duit untuk PERMATA amatlah menggelikan hati.

Dalam saman sivil pelucuthakan yang terbaru, Jabatan Kehakiman Amerika (DOJ) telah mendakwa bahawa sebilangan wang yang dicuri dari 1MDB telah digunakan untuk membeli seutas rantai dengan loket berlian merah jambu 22 karat, bernilai US$27.2 juta, selain 27 gelang tangan dan leher 18 karat yang bernilai US$1.3 juta, untuk isteri Malaysian Official 1 (MO1).

Menurut ucapan belanjawan oleh Perdana Menteri Datuk Seri Najib Razak, pihak kerajaan memperuntukkan RM85 juta untuk program PERMATA bagi tahun 2017. ‘Permata’ Merah Jambu itu sahaja nilainya RM120 juta, lebih daripada peruntukan PERMATA selama setahun!

The Wife of MO1 should return pink diamond

Media Statement by Yeo Bee Yin, ADUN for Damansara Utama on Tuesday 8 August 2017 in Petaling Jaya.

The Wife of MO1 should Return Pink Diamond to Increase Public Investment in Early Childhood Education and Care.

It is amusing to read news report that Rosmah Mansor lamented on the lack of funding for PERMATA [1].

In the latest civil forfeiture suit filing, the Department of Justice (DOJ) of the United States alleged that some of the money misappropriated from 1MDB was used to purchase 22-carat pink diamond pendant, which worth USD 27.3 million, and 27 different 18-carat gold necklaces and bracelets, which worth USD 1.3 million, for the wife of Malaysian Official (MO1).

According to the budget speech made by Prime Minister Najib Razak, the government allocated RM 85 million for PERMATA program in 2017 [2]. The pink diamond itself worth around RM120 million, which is more than one year of PERMATA allocation!

Putrajaya should heed Nazir Razak’s advice on ECRL

Media Statement by Yeo Bee Yin, ADUN Damansara Utama, on Friday 21 July 2017 in Petaling Jaya.

Putrajaya should heed Nazir Razak’s suggestion to thoroughly scrutinize East Coast Rail Line (ECRL).

The Edge Financial Daily reported that Nazir Razak has called for government scrutiny on China’s One Belt, One Road (OBOR) initiatives, particularly the East Coast Rail Line (ECRL) project at the roundtable on “China’s Belt and Road Initative in ASEAN: Economic Opportunities and ASEAN Centrality”.

We have repeatedly raised concerns regarding the East Coast Rail Line (ECRL) but all seem to have fallen into deaf ears. Now even Nazir Razak, who is a prominent banker, raised concerns over the value proposition of the project as well as the debt implications, we hope that Putrajaya will heed his suggestion to thoroughly scrutinize the deal.

ECRL - learn from Sri Lanka before it's too late.

Media Statement by Yeo Bee Yin, ADUN Damansara Utama, on Friday 21 July 2017 in Petaling Jaya.

Putrajaya should heed Nazir Razak’s suggestion to thoroughly scrutinize East Coast Rail Line (ECRL).

The Edge Financial Daily reported that Nazir Razak has called for government scrutiny on China’s One Belt, One Road (OBOR) initiatives, particularly the East Coast Rail Line (ECRL) project at the roundtable on “China’s Belt and Road Initative in ASEAN: Economic Opportunities and ASEAN Centrality”[i].

We have repeatedly raised concerns regarding the East Coast Rail Line (ECRL) but all seem to have fallen into deaf ears. Now even Nazir Razak, who is a prominent banker, raised concerns over the value proposition of the project as well as the debt implications, we hope that Putrajaya will heed his suggestion to thoroughly scrutinize the deal.

ECRL project is awarded to China Communication Construction Co Ltd (CCCC) without open tender. At RM 55 billion price tag, it is deemed the most expensive railroad of its kind by The Edge Weekly after benchmarking it against other rail projects around the world. The project is going to be financed by a loan from China via Export-Import (Exim) Bank of China. Putrajaya has repeatedly said that the loan is offered at low interest rate, but how “low” is the “low interest rate” ? What are the terms and conditions?

In short, it seems like with ECRL deal, most of the money that come from China via Exim bank will go back to China via CCCC, what’s left for Malaysians is an overpriced infrastructure and huge debt, only to be paid by the people in the future.

There is risk that reckless mega infrastructure constructions will send Malaysia into deep debt trap.  What happen to the troubled Sri Lanka offers a good glimpse into how mega infrastructure financed by debt without proper framework to benefit local economies through the construction and completion of the infrastructure, is not development but debt disaster in the making.

布城应该听从纳西尔拉萨的建议，全面审查东海岸铁路工程（ECRL)

百乐镇州议员杨美盈于2017年7月21日（星期五）在八打灵再也所发布的媒体文告。

布城应该听从纳西尔拉萨的建议，全面审查东海岸铁路工程（ECRL）

《The Edge财经日报》报导说，纳西尔拉萨在“中国在东盟的一带一路计划：经济契机和东盟中心”圆桌讨论上呼吁政府审查中国的一带一路计划，尤其是东海岸铁路工程（ECRL）.

我们一直重复表达我们对东海岸铁路工程（ECRL）的关切，但有关方面却似乎对此充耳不闻。现在，连重要的银行家纳西尔拉萨也对这项工程的利益价值以及我国因此亏欠中国巨额债务的影响表达关切，所以我们希望布城不要再漠视这些关切，听从建议，并全面审查这项工程。

ECRL工程是在没有公开竞标下，以550亿令吉颁授给中国交通建设公司（CCCC）。这是非常高的价格。《The Edge周报》在把这项工程和世界其他铁路工程进行国际标准衡量后，将它誉为世界上造价最昂贵的铁路。而中国出入口(Exim)银行将提供贷款来承担该工程的建筑费。交通部部长拿督斯里廖中莱重复表示，Exim银行以低利息提供这笔贷款。但是，这“低利息”究竟有多“低”呢？还有什么其他的条款吗？

总而言之，看起来在ECRL协议里，大部分透过Exim银行的来自中国的钱最终仍会透过CCCC回到中国去，而马来西亚人所获得的是一个过份昂贵的铁路和庞大的债务，这笔债务最终还是会由人民买单。

Three Reasons Isa Samad Should Not be SPAD Chief

Media Statement by Yeo Bee Yin, State Assemblywoman for Damansara Utama on 23 June 2017 in Petaling Jaya.

On June 19, when Isa Samad resigned as Felda Global Ventures Holdings Berhad (FGV) chairman, Prime Minister Najib Razak appointed him as the acting chairman of the Land Public Transport Commission (SPAD) with immediate effect “in appreciation of Isa’s role” in FGV.

This is an absolutely ridiculous appointment. No one will believe that Isa is the best candidate to fill the post left vacant with the retirement of Syed Hamid Albar. Here are three main reasons why Isa Samad should not be the chief of SPAD.

First, he is undoubtedly incompetent. Under his chairmanship, FGV went from glory to sorry.

In 2012, when FGV went for its US$3.1 billion initial public offering (IPO), it was the world’s second largest IPO of the year, after only Facebook Inc’s US$16 billion IPO.

In five years, FGV’s market capitalisation dropped more than 60% from around RM19 billion to only around RM6 billion, meaning RM13 billion had evaporated from the original value of the company.The share price went from RM4.641on June 29, 2012 to only RM1.75 as of close of trading on June 23, 2017.

In addition, FGV started with a cash surplus of RM5.09 billion in December 2012 but four years later in December 2016, it is RM1.97 billion in debt. FGV’s current sorry state of affairs didn’t happen overnight, it was a result of a series of missteps, all of which were made under the watch of Isa.

依沙沙末不应该成为SPAD主席的三大理由

首相拿督斯里纳吉在丹斯里依沙沙末辞去环球创投主席职位的同一天，委任后者成为陆路公共交通委员会代主席，并即时生效，以此来“肯定依沙在环球创投的角色”。

这是绝对荒谬的委任。无人会相信依沙沙末是填补丹斯里赛哈密退休后所留下的空缺的最佳人选。以下是依沙沙末不应该成为SPAD主席的三大理由。

其一，无可置疑的是，他是无能的。环球创投在他担任主席之下，从兴盛走向衰败。环球创投在2012年展开它31亿美元的首次公开募股（IPO），这是当年全世界第二大的IPO，仅次于面子书公司的160亿美元的IPO。然而，环球创投的市值却在五年内下滑超过60%，从190亿令吉至60亿令吉而已，蒸发掉了大约130亿令吉。它的股价也从2012年6月29日的每股4.641令吉跌至昨天下午的每股1.75令吉而已。除此之外，环球创投在2012年12月所持有的现金是50亿9000万令吉，但却在四年后的2016年12月，负债达到19亿7000万令吉。环球创投目前的糟糕情况，并不是一夕间发生的，它是由一系列的错误所造成的，并且全都是在依沙沙末的看管下发生的。

1MDB挪用来购买珠宝给一号官员妻子的钱比PERMATA年度拨款多

百乐镇州议员杨美盈于2017年6月17日（星期六）在八打灵再也所发布的媒体文告：


从一马公司挪用来购买珠宝给马来西亚一号官员的妻子的钱比国家学前教育计划在2017年的年度拨款还要多

美国司法部在最新一次的民事充公诉状里，指控有一些从一马公司挪用的钱用来购买价值2730万美元的22克拉的粉红钻石项链和总值130万美元的27件不同的18克拉黄金项链及手镯给马来西亚一号官员（MO1）的妻子。

既然拉曼达兰已经承认MO1就是首相纳吉，那么“MO1妻子”是谁就很清楚了。罗斯玛在今天的活动里要求马来西亚人不要去相信在社交媒体里传播的毁谤[1]。罗斯玛并没有回避美国司法部的指控，她告诉马来西亚民众她就是美国司法部诉状里所提及的“MO1妻子”。

Misappropriated 1MDB money for MO1 wife's jewelleries more than PERMATA’s allocation

Media Statement by Yeo Bee Yin, ADUN for Damansara Utama on Saturday 17 June 2017 in Petaling Jaya.

The misappropriated 1MDB money used to buy jewelleries for MO1’s wife is more than PERMATA’s annual allocation for 2017.
In the latest civil forfeiture suit filing, the Department of Justice (DOJ) of the United States alleged that some of the money misappropriated from 1MDB was used to purchase 22-carat pink diamond pendant, which worth USD 27.3 million, and 27 different 18-carat gold necklaces and bracelets, which worth USD 1.3 million, for the wife of Malaysian Official (MO1).

Since Rahman Dahlan admitted that MO1 is Prime Minister Najib Razak, then it is obvious who the “wife of MO1” is. In today’s event, Rosmah Mansor has asked Malaysians not to believe in slanders spread by social media. [1] Instead of sweeping the DOJ’s allegations under the carpet, Rosmah Mansor must tell the Malaysian public if she is indeed the “wife of MO1” mentioned in DOJ’s suit filing.

It is unnecessary and untimely for Putrajaya to impose tourism tax.

Media Statement by Yeo Bee Yin, ADUN for Damansara Utama on Saturday 10 June 2017 in Petaling Jaya.

It is unnecessary and untimely for Putrajaya to impose tourism tax.

We are very concerned with the rush of Putrajaya into imposing tourism tax, leaving hotel operators and those who are involved in confusion. It was reported that the taxation rate will be RM20, RM 10, RM 5 and RM2.50 per room per night for hotels with five star, four star, one to three star and other ratings respectively.

The lightning speed of the implementation of the Tourism Tax Bill 2017 passed just a few months ago shows that Putrajaya’s coffer is running so dry that it is going all out to milk more monies from the people in any way possible.

This swift implementation of the law passed in Parliament is in sharp contrast with the implementation of Child Offender Registry, which is provided by Child Act Amendment 2016. The government couldn’t complete the registry, which contains records of convicts who committed crimes against children including sexual crimes, nine months after the law was passed in the parliament (April 2016) and six months after the law was gazetted (July 2016)[i]. (The registry is finally ready now with slightly more than 100 child offenders record.) On a contrary, for Tourism Tax Act 2017, the government can’t wait to execute the law even before it is gazzetted! 

Cukai pelancongan tidak wajar, tidak tepat masa

Kenyataan media Adun Damansara Utama, Yeo Bee Yin pada hari Sabtu 10 June 2017 di Petaling Jaya.

Cukai pelancongan tidak wajar, tidak tepat masa

Kami amat bimbang dengan tindakan tergesa-gesa Putrajaya dalam mengenakan cukai pelancongan, yang mengakibatkan operator hotel serta mereka yang terlibat berada dalam keadaan keliru. Dilaporkan bahawa kadar cukai tersebut adalah antara RM20, RM10, RM5 dan RM2.50 sebilik untuk satu malam, bagi hotel dengan lima, empat, satu hingga tiga bintang dan penilaian lain masing-masing.

Pelaksanaan Rang Undang-undang Cukai Pelancongan 2017 yang begitu cepat meski baru sahaja diluluskan beberapa bulan lalu menunjukkan bahawa kantung Putrajaya semakin kering dan memaksanya untuk memerah lebih banyak hasil daripada orang ramai dengan apa cara sekali pun.

Pelaksanaan pantas undang-undang yang diluluskan Parlimen ini adalah sangat berbeza dengan pelaksanaan Daftar Pelaku Jenayah Kanak-kanak , yang diperuntukkan dalam Pindaan Akta Kanak-kanak 2016. Pihak kerajaan tidak dapat melengkapkan daftar tersebut, yang mengandungi rekod pesalah yang telah melakukan jenayah terhadap kanak-kanak termasuk jenayah seksual, walaupun sembilan bulan telah berlalu selepas undang-undang tersebut diluluskan Parlimen (April 2016) dan enam bulan setelah undang-undang tersebut diwartakan (Julai 2016). (Daftar tersebut kini siap dengan bilangan lebih 100 rekod pelaku jenayah kanak-kanak.) Sebaliknya, bagi Akta Cukai Pelancongan 2017 pula, kerajaan nampaknya tidak sabar lagi mahu melaksanakannya, meski ia belum diwartakan.

Where is Selangor’s “missing link” in ECRL public display?

Media Statement by Yeo Bee Yin, State Assemblywoman for Damansara Utama on Wednesday 19 April 2017 in Petaling Jaya.

Where is Selangor’s “missing link” in East Coast Rail Link (ECRL) public display?

East Coast Rail Link (ECRL) is currently doing public display in Surahanjaya Pengangkutan Awam Darat (SPAD) headquarters as required under the S.84 of the SPAD Act.

To my surprise, only 16.7km of Selangor portion from Titiwangsa range to Gombak is in the display, a big portion of the Selangor part of ECRL is left out from the public display (see attached the picture of the brochure.)
According to the SPAD personnel there, the “missing link” from Gombak to Port Klang, which is at least another 60km, will be in the second phase of the project.

马来西亚的父权主义和强奸文化

百乐镇州议员杨美盈于2017年4月13日（星期四）在八打灵再也所发表的文章。

巫统打昔牛汝莪国会议员沙布丁在一周前引起很多马来西亚人民的愤怒，他说道强奸受害者和她们的强奸者结婚并无不妥，这样她们就无须面对“黯淡的前途”。他还表示小至9岁或12岁的女孩子只要已经处于青春期，即她们的身体和18岁少女无异，就可以结婚。沙布丁的“和强奸者结婚”及“9岁女孩可以结婚”言论背后的核心思想不单是出于他个人的变态，它也反映出马来西亚社会根深蒂固的父权主义。

妇女在今时今日的马来西亚仍然被一些人视为物件、财产或比男人低一等。在9岁的男孩子被认为处于上学和游玩的年纪的同时，9岁的女孩子却被一些人看为“适婚”。

当强奸案发生时，我们经常会听到像“她当时的穿着是怎样的？”、“她当时在哪里？”、“她是否出夜门？”、“她当时是否喝醉了？”以及“她是否有说不？”的问题，仿佛假如这些问题的答案符合一般刻板的“促使强奸的条件”，她被强奸就变得是活该或自找的。受害者多少要为她们被侵犯负责的有害观念持续渗透在我们的社会里。

当谋杀案发生时，被怪责的总是杀人犯；当抢劫案发生时，被怪责的总是抢劫犯；当贩毒案发生时，被怪责的总是贩毒者；但当强奸案发生时，被怪责的为何却是受害者呢？没有任何妇女或女孩应该被强奸，没有！

这个怪罪受害者的父权文化解释了为何有这么少的受害者有勇气向当局报案，更别说在罪案发生后寻求强奸生还者的支援和协助，因为她们害怕被怪罪、被轻视和被抛弃。在马来西亚，每十宗强奸案只有两宗会被投报。平均来说，每年有大约3000宗强奸案，假如我们也将没有投报的案件算在内，我们将会看到一个令人震惊的事实，那就是马来西亚每35分钟就会有一名女孩或妇女被强奸。更糟的是，每3名强奸受害者中就有大约两名是未成年人士— 16岁以下的女孩子！ 

我对东海岸铁道（ECRL）工程的三大疑问

背景

马六甲海峡是世界上其中一条最重要的海运路线，它将印度洋和太平洋衔接起来。截至目前为止，这条将东亚和印度、中东及欧洲连接起来的900公里长海峡，运载着大约40%的世界贸易，每年有超过5万艘商船经过这里。

中国现在已经成为环球经济强国，而它接近80%的原油进口是经过马六甲海峡的，所以这条水道就成了中国能源安全的一项重要地缘政治课题。中国前国家主席胡锦涛在2003年把中国能源安全过度依赖于马六甲海峡的情况称为“马六甲困境”。

伴随着中国现任国家主席习近平的“一带一路”计划 （该计划的目的是要通过海陆基建促进中国和60多个国家的贸易联系），中国透过它的国营企业积极参与在马来西亚和运输交通有关的基建工程并不令人惊讶。这包括广西北部湾国际港务集团有限公司拥有关丹港口的40%股权，以及中国电力国际发展公司在价值430亿令吉的马六甲皇京港的联营，还有中国进出口银行和中国交通建设股份有限公司对东海岸铁道（ERCL）的融资和承建。

马来西亚如何面对“一带一路”计划将会影响着我们和未来世界最庞大经济体的关系。假如它是以策略性和透明化的方式进行的话，马来西亚人民将会从中受益。但巨型基建建筑工程也存在着让马来西亚陷入庞大债务的风险。

如今陷入困境的斯里兰卡可以让我们做个借镜。一个透过债务资助的巨型基建发展如果缺乏完善的计划以让当地经济从该项目中受惠，可能会带给国家一场债务灾难。斯里兰卡如今大部分的收入因为需要用来偿还债务都不能投资在教育、医疗及其他发展项目上。这些债务都是之前投入在到目前为止使用率极低的巨型基建上，例如过度庞大港口、机场等等 。

东海岸铁道（ECRL）真是Game Changer吗？

ECRL工程将会兴建600公里长的双轨电动铁道，它将会把巴生港口连接到位于雪兰莪鹅唛的综合交通航站，然后途经彭亨的文冬、文德甲和关丹港口；登嘉楼的甘马挽、吉底和瓜拉登嘉楼；以及吉兰丹的哥打巴鲁和道北。

图源：当今大马

这个新网络不但能将东海岸较落后的城镇和雪兰莪及吉隆坡连接起来，为这些城镇带来更多贸易、机会，也让这些城镇更容易到达，它也将马来西亚半岛东西海岸的港口连接起来，即关丹港口和巴生港口。ECRL项目的拥护者认为关丹—ECRL—巴生港口的连接会改变这区域的贸易路线，因为它可以让使用马六甲海峡的运输船只不必经过新加坡到达他们各自的目的地。

《海峡时报》在它题为“马来西亚的东海岸铁道被誉为能颠覆现状(Game Changer) 的工程”新闻报导里，按照来自马来西亚政府官员的资料提供了一道有趣的计算。它把从深圳途经关丹港口及ECRL到巴生港口的路线费用，与途经新加坡及马六甲海峡的路线费用做个对比。这个计算显示关丹—ECRL路线需时135个小时，每吨运货费用则是56美元；而新加坡—马六甲海峡路线需时165个小时，每吨运输货物费用是50美元。

关丹—ECRL路线可以节省30个小时但会贵10%。运输公司会否为节省30个小时而付出额外的运输费用和承受上货卸货的麻烦呢？我们也不确定官员所提供的运输时间资料是否有把上货卸货的时间算在内，因为这将会增加这条路线的航运时间。而上货卸货所增加的航运时间则取决于港口的效率。所以关丹—ECRL—巴生港口路线的可行性和实用性，需要更详细的研究和另外的公开讨论。

ECRL可疑的造价

无论如何，ECRL工程的造价将会影响乘客的火车票价及货物的运输费——工程造价越高，火车票和运输费就越昂贵。当乘搭费和运输费因着工程造价的增加而不再具有竞争力，ECRL可能将不会被充分使用，并会沦为一个昂贵的大白象。否则，政府就需要透过纳税人的钱给予补贴，让其费用保持竞争力。无论何者，人民最终都得为它买单。

东海岸铁道（ECRL）公开展示会里的雪兰莪的“消失路段”在哪里？

百乐镇州议员杨美盈于2017年4月1日（星期六）在八打灵再也所发布的媒体文告。

东海岸铁道（ECRL）公开展示会里的雪兰莪的“消失路段”在哪里？

东海岸铁道（ECRL）依据陆路交通委员会法令第S.84条文所规定的，目前正在陆路交通委员会（SPAD）总部进行公开展示。

但让我惊讶的是，公开展示的只有那段从蒂蒂旺沙到鹅唛的16.7公里的雪兰莪路段，ECRL的雪兰莪路段的大部分并没有被公开展示（附图）。按照那边的SPAD人员的说法，至少长约60公里的从鹅唛到巴生港口的“消失路段”将会出现在工程的第二个阶段。

THREE Questionable Areas of East Coast Rail Line (ECRL)

Background

The Strait of Malacca is one of the most important shipping routes in the world, linking Indian and Pacific Oceans. As of now, the 900km long strait links East Asia with India, Middle East and Europe, with more than 50,000 merchant ships passing by every year, carrying about 40 percent of the world's trade.

The waterway is also an important geopolitical issue for China as nearly 80% of its total crude oil imports pass through the strait, leading the Former President Hu Jintao to label China's over-reliant on Strait of Malacca for its energy security as the “Malacca Dilemma” in 2003.

Coupled with China’s current President Xi JinPing’s “One Belt, One Road” initiative, which aims to improve trade connectivity of 60 plus countries on land and via sea, it is of no surprise to see China’s growing interest in Malaysia's mega infrastructure projects through its state-owned enterprises. These include Guangxi Beibu Gulf International Port Group Ltd owning 40% of Kuantan Port and PowerChina International’s joint venture in the RM43 billion Malacca Gateway development as well as the financing and construction of the East Coast Rail Line (ECRL) by The Export-Import (Exim) Bank of China and China Communication Construction Co Ltd (CCCC) respectively.

How Malaysia leverages on the “One Belt, One Road” initiative will have considerable implications to our relationship with the world biggest economy in the future. If it is done in a strategic and transparent manner, Malaysians will stand to benefit from this effort. Nevertheless, there is also a risk that reckless mega infrastructure constructions will send Malaysia into deep debt trap.  

What happen to the troubled Sri Lanka now offers a good glimpse into how mega infrastructure financed by debt without proper framework to benefit local economies through the construction and completion of the infrastructure, is not development but debt disaster in the making. Instead of investing in education and health care, Sri Lanka spends most of its revenue now to pay off the debts to China that was used to finance the now under-utilized mega infrastructure, from port to airport. 

Economy Rail Coast Line (ECRL) as a Game Changer?

The ECRL project will have 600km of electrified double-tracking lines and will link Port Klang to the integrated transport terminal in Gombak in Selangor, then to Bentong, Mentakab and Kuantan Port in Pahang; Kemaman, Kerteh and Kuala Terengganu in Terengganu; and Kota Bharu and Tumpat in Kelantan.

Picture Source: Malaysiakini

The new network will not only connect the less developed east coast cities to Selangor and Kuala Lumpur bringing in more trades, accessibility and opportunities, but it will also connect ports on the east and west coasts of Peninsular Malaysia, i.e Kuantan Port and Port Klang. The proponents of the project believe that the Kuantan-ECRL-Port Klang connection could alter regional trade route, with the new link enable exporters to bypass Singapore to reach to their respective destinations.

The Strait Times in its news report “Malaysia’s East Coast Rail Line touted as game changer” has given an interesting calculation based on the information from Malaysian government officials (see picture). It compares the cost of the route from Shenzhen to Port Klang via Kuantan Port and the ECRL and via Singapore and the Strait of Malacca. It was said that the Kuatan-ECRL option will take 135 hours at a cost of USD 56 per tonne of bulk cargo whereas Singapore-Strait of Malacca route will take 165 hours at a cost of USD 50 per tonne of bulk cargo.

The Kuantan-ECRL option is about 10% more expensive with a time saving of 30 hours. However, is the saving of 30 hours worth the additional cost in transport and the hassle of loading and unloading? We are also not sure if the shipping time given by the officers quoted here actually included the loading and unloading of the cargo, which will increase the travel time of this route option depending on the efficiency of the ports. The feasibility and practicality of the Kuantan-ECRL-Port Klang route to bypass Singapore deserve a deliberate study and a separate public discourse.

The ECRL’s Questionable Price Tag

In any case, the cost of the ECRL project will affect the price of the passengers’ train tickets as well as the cargo’s freight fees - the higher the project cost, the more expensive the train tickets and freight fees will be. When the prices of passenger train tickets and cargo transportation are not competitive as a result of bloated project cost, the ECRL will likely become under-utilised and become an expensive white elephant. Otherwise the government needs to subsidise it to keep the price competitive through tax payers’ monies. Either way the rakyat will eventually need to pay for it.