Sino-Thai cooperation in railway sector regeneration changes iron umbrella term for both sides there is room for negotiation in | | financing _ the Thai railway news

After the "Japan put" "Thailand's political earthquake" and other setbacks, just outside all say that Sino-Thai railway projects have been settled amid bad news again.

Thailand Government suddenly suggested that Thailand decided to raise the necessary funds to invest in the Thai railway projects are no longer lending to China, and to shorten the lines of two-thirds above, does not build an exit line.

Thailand says, this results in huge construction costs because the two sides share and China Thailand failed to reach a compromise on the financial terms.

Thailand announced unilaterally shrink

Thailand's Transport Minister akong ? dingpitaye worship was announced suddenly on March 25, out of the consideration of loan rates, Thailand decided to raise the necessary funds to invest in the Thai railway project construction are no longer lending to China. While still using Chinese technology, signalling systems and train, but will use the Thailand companies as subcontractors, materials, equipment and labour will also come from Thailand. Thailand Government decided that the only construction-Bangkok nakhonratchasima, 250 km in length, the design speed of 250 km.

Although Thailand does not alter the principle of introducing technology in China, but the two countries already reached on the railway cooperation has been a disastrous setback.

In this regard, as a railway go China "leader" China Railway Corporation said it was "Thailand unilateral means" both sides in the future there should be room for negotiation.

Thailand's former Prime Minister, Democrat party leader ABHISIT Vejjajiva on March 28 in a letter to Thailand Prime Minister Prayudh said in a letter, the Government to shorten the rail line over two-thirds, and built the northern section of the exit line, will make the economic value of this railway shrank.

Sino-Thai railway in December last year in Thailand held a launch ceremony. As planned, nearly 900 km long Sino-Thai railway cooperation projects. Herringbone railway line divides into GUI-Khorat with Bangkok-Ridge segments, matabo-Rayong and Korat-Nongkhai paragraphs total after Thailand 10 provinces, in Thailand Northeastern Nongkhai and had started in the old railroad dock, via Laos boten and Mohan arrived in Kunming, China. In terms of funding, the project will take the form of joint ventures of the two countries for cooperative operations. Sources include the Thailand financial allocations, Thailand domestic loans and the Chinese loan. Thailand was scheduled for May this year in investment, construction costs and lending rates as the final decision commenced thereafter.

Thailand says both huge construction cost share and China Thailand failed to reach a compromise on the financial terms. Akong spoke of hope that China will provide "consideration of Sino-Thai relations of friendly interest rates", another Thailand-Bangkok nakhonratchasima railway estimated to cost 170 billion baht, while the Chinese partner cost assessment of 190 billion baht. In previous talks, that China, Thailand provided a $ 2.5% loan interest rates have shown a great deal of sincerity, but Thailand wants to loan rate secured 2%.

Twists are the reasons

In fact, the Sino-Thai cooperation in railway sector has gone through twists and turns.

In October 2013, Li keqiang in Thailand during his visit in person to sell high-speed rail in China, after China and then Thailand Prime Minister yingluck Shinawatra signed what was called the "high-speed rail for rice" agreement. Because after Thailand political situation changes, the British Government step down, Thai high-speed rail projects being put on hold. Until early 2015, Thailand junta again began to consider Sino-Thai cooperation in railway sector, but become a normal railway cooperation project by high-speed rail.

2015 opened the negotiations process, nine rounds of consultative meetings had been held at Government level, has 4 times the outgoing "is about to start", one day "ceremony will be held" message, but in fact the commencement date was repeatedly postponed. Although Thai senior has been active in promoting, but the two sides have not reached a consensus on the issue of project financing.

On March 24 the Boao Forum, Deputy Director of the national development and Reform Commission, said Ning Ji喆 "yesterday with Thailand Prime Minister talks about Sino-Thai railway fight for May commencement".

However, on March 25, the Thai side suddenly announced, a choice of financing for the project, China will not seek financial support the commencement date may be deferred to the end of the year.

In fact, the Sino-Thai railway is China an important part of the trans-Asian railway network. When the negotiation, the northernmost railway identified in Nongkhai, instead of Thailand's second-largest city Chiang Mai in the North, in order to make the railway from Nong Khai to leave, eventually connecting China's Kunming in Laos.

"In the railway going when projects similar to the Sino-Thai railway, we cannot afford to be strategic, strategy will be to become somebody else put it on chips, more should be done as a commercial project. "The Chinese Academy of social sciences research on Southeast Asian said Xu Liping, an expert.

Department of commerce international trade and economic cooperation Institute of the international market research department Deputy Director Bai said, Sino-Thai railway line of the trans-Asian railway network, we want to spend more time with the East and West of Viet Nam, Burma, docking, if our network has communicated with the other neighboring countries, Thailand will feel they've been weakened. This is of mutual benefit with its neighboring countries, we have to change from passive to active, let States take with us railroads, who they feel is not connecting with the Chinese who suffer.

"Going out" strategy

In recent years, due to the sluggish domestic economy, with high speed railway operations technology and experience of China, Japan, and Germany and other countries will market targeting overseas, particularly in Asian markets, competition is fierce in the railway project between China and Japan. While Asia's economic base is weak in many countries, taking the form of investment or loan, become a competitive railway orders in important ways.

From Japan's Foreign Ministry figures show, 2015, Japan hammered foreign official development assistance loans total more than 1.47 trillion yen, significantly more than the previous record (1996-1.299 trillion yen), the first time in 19 years to a record.

Japan media said the main reason for this round is raised high, lies in the region's infrastructure needs expand. Yen loan has been finalized, directly related to rail content include: 242 billion yen, for the facing the Philippines Indonesia 77 billion yen of railway construction fund, as well as compete for India 124 billion yen linked to the Western railway construction project. This proportion again, highlighting the Japan Government to borrow yen loans means boosting exports of railway projects urgent intention.

When competing for high-speed rail projects in Indonesia last year, in order to win the competition, both times to amend the proposal. China's initial proposal is to provide $ 4 billion 25-year loan, loan interest rate is 2%. Later Japan offering rates below 1% loan financing terms, China has improved programme, providing $ 5.5 billion in loans for the project, the loan for a period of 50, the interest rate for 2% and grace.

Eventually, China won the items. It is understood that the project three-fourths funded by the China Development Bank loans, no need for loans guaranteed by the Government of Indonesia, Indonesian companies will assume the remaining 25% of the money.

Xu Liping said that we are going out to build a modern railway marketing team, to make them fully aware of our strengths, we loan rates than Japan is high, but the cost of high-speed rail in China is relatively low, only Japan even half of one-third. Yawangaotie we made concessions on the financing terms, but some land along the high-speed rail development rights are owned by the Indian and Chinese companies in the Consortium, comparison of these horizontal and vertical are clear to other partners.

Said Xu Liping, going out in the course of negotiations, we are one country, one plan. Even in neighboring countries, are very different business culture will, every country had to intensive cultivation. In addition, the combination at a rate of speed in China and abroad, China is fast, efficient, and some Southeast Asian countries used to the laid-back, lazy, life, you worry he doesn't worry, we built two or three years, they're ten or even 20 years to complete, this may be related to our expectations are different.

Bai also said that in the process of promoting Chinese enterprises go out of China with the rest of the game must have, we try to give incentives, but not let them lead you by the nose, because once a country led by the nose, other countries would follow suit, and we cannot be separated from the bottom line.

Responsible editor: Liu Debin SN222

Article keywords:
Sino-Thai railway financing

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中泰铁路合作再生变故 铁总称双方仍有协商余地|中泰铁路|融资_新闻资讯

　　经过“日本插足”“泰国政坛地震”等挫折之后，正当外界纷纷认为中泰铁路项目已经尘埃落定之际，坏消息再次传来。

　　泰国政府近日突然提出，泰国决定自筹资金投资中泰铁路项目，不再向中方贷款，且将线路缩短三分之二以上，不建出境段线路。

　　泰方称，造成这一结果的原因是双方在巨额建设费的分担以及中国对泰国融资条件上未能达成妥协。

　　泰国单方面宣布合作缩水

　　泰 国交通部长阿空·丁披他耶拜实在3月25日突然宣布，出于对贷款利率等因素的考虑，泰国决定自筹资金投资中泰铁路项目建设工程，不再向中方贷款。虽然仍将 使用中国技术、信号系统和列车，但工程将使用泰国企业作为分包商，原材料、设备和劳动力也将来自泰国。泰国政府同时决定，仅建设曼谷—呵叻段一段，全长 250公里，设计时速250公里。

　　虽然泰国并未改变引进中国技术的方针，但两国在这条铁路上原本已经达成的合作计划已大幅倒退。

　　对此，作为铁路走出去中方“牵头人”的中国铁路总公司表示，这是“泰国单方面的意思”，未来中泰双方应该还有再协商的余地。

　　泰国前总理、民主党党首阿披实3月28日在写给泰国总理巴育的一封信中说，政府把铁路线缩短三分之二以上，且不修建北段的出境铁路线，将使这条铁路的经济价值大幅缩水。

　　中 泰铁路于去年12月在泰国举行启动仪式。按原计划，中泰铁路合作项目全长近900公里。呈人字形的铁路线分为曼谷—坎桂—呵叻段、玛塔卜—罗勇段和呵叻— 廊开段，共经过泰国10个府，在泰国东北部的廊开与已经奠基开工的中老铁路对接，经老挝磨丁和中国磨憨抵达昆明。在资金方面，项目将采取两国合资的形式合 作运营。资金来源包括泰国财政拨款、泰国国内贷款和中方贷款。中泰双方原定今年5月就项目投资形式、建设成本和贷款利率作最终决定，尔后正式动工。

　　泰 国方面表示，双方在巨额建设费的分担以及中国对泰国融资条件上未能达成妥协。阿空谈到希望中国提供“考虑中泰关系的友好利率”，另外泰国对曼谷—呵叻段铁 路的估计造价为1700亿泰铢，而中方的造价评估为1900亿泰铢。在此前的谈判中，中国方面认为，向泰方提供2.5%美元的贷款利率已经表现出非常大的 诚意，但泰国方面则希望将贷款利率争取到2%。

　　一波三折原因何在

　　事实上，中泰铁路合作已经经历了一波三折。

　　2013 年10月，李克强在泰国访问期间亲自推销中国高铁，之后，中方与时任泰国总理英拉签署了被称为“高铁换大米”的协议。之后因为泰国政局变动，英拉政府下 台，中泰高铁项目也被搁置。直到2015年初，泰国军政府又重新开始考虑中泰铁路合作，但合作项目由高铁变成普通铁路。

　　2015年双方开启谈判进程后，政府层面已经召开了九轮协商会议，曾前后4次传出“即将开工”、某天“将举行开工典礼”等消息，但实际上开工日期却一再推迟。尽管中泰高层一直在积极推动，但双方在项目融资问题上一直没有达成一致意见。

　　在3月24日博鳌论坛上，国家发改委副主任宁吉喆表示“昨天与泰国总理会谈时谈到中泰铁路争取5月正式开工”。

　　岂料，3月25日，泰方就突然宣布，选择自己为该项目筹措资金，不再谋求中国的资金支持，开工日期可能会推迟到年底。

　　事实上，中泰铁路是中国倡导的泛亚铁路网的重要一部分。双方协商之时，之所以把铁路最北端确定在廊开，而不是泰国北方第二大城市清迈，就是为了使这条铁路能够从廊开出境，经老挝最终连通中国的昆明。

　　“在铁路走出去的时候，类似中泰铁路这样的项目，我们不能过分战略化，过分战略化就会成为人家向中国要高价的筹码，实际上更多应该作为一个商业项目来做。”中国社会科学院东南亚问题研究专家许利平表示。

　　商 务部国际经济贸易合作研究院国际市场研究部副主任白明表示，中泰铁路只是泛亚铁路网的中线，我们要多跟东线和西线相关的越南、缅甸等国对接，如果我们的铁 路网与周边其他国家都连通了，泰国就会感觉被弱化了。这是与周边国家互利互惠的事儿，我们要变被动为主动，让各国抢着跟我们修铁路，让他们感觉谁没有跟中 国连通谁吃亏。

　　“走出去”一国一策

　　近年来，由于国内经济的不景气，拥有高速铁路运营技术和经验的中国、日本、德国等国纷纷将市场瞄向海外，尤其是在亚洲市场，中日两国在铁路项目上的竞争非常激烈。而亚洲许多国家经济基础较为薄弱，采取投资合作或低息贷款的形式，成为各国竞争铁路订单的重要方式。

　　来自日本外务省的数据显示，2015年度，日本敲定的对外政府开发援助贷款总规模已逾14700亿日元，明显超过此前最高纪录(1996年度的12990亿日元)，时隔19年再出新高。

　　日 本媒体称，引发此轮新高的主要理由，在于亚洲地区基础设施建设需求的扩大。在已敲定的日元贷款中，直接涉及铁路的内容包括：面向菲律宾的2420亿日元、 面向印度尼西亚的770亿日元铁路建设资金，以及与竞逐印度西部铁路建设项目挂钩的1240亿日元。这一重头比例，凸显日本政府欲借日元贷款手段助推铁路 项目出口的迫切意图。

　　去年在争夺印尼高铁项目时，为了赢得竞争，中日双方都多次修改方案。中国起初的提案是提供40亿美元25年期贷款， 贷款年利率为2%。后来由于日本提出提供利率低于1%贷款的融资条件，中国方面改进了方案，为该项目提供55亿美元贷款，贷款期限为50年，利率为2%且 有宽限期。

　　最终，中国拿下了该项目。据了解，该项目四分之三的资金来自中国国家开发银行贷款，无须印尼政府为贷款提供担保，印尼企业将承担剩余25%的资金。

　　许 利平表示，我们铁路走出去要建立现代化的营销团队，要让对方充分认识到我们的优势，比如我们贷款利率虽然比日本高，但中国高铁造价比较低，只有日本的一半 甚至三分之一。虽然雅万高铁我们在融资条件上做出了让步，但高铁沿线的一些土地开发权是归中印两国企业联合体所有的，这些横向和纵向的对比都要跟其他合作 方说清楚。

　　许利平表示，在走出去谈判过程中，我们要一国一策。即使是相邻国家，商业文化也会有很大差异，每到一个国家都要精耕细作。此 外，要把中国的速度和国外的速度结合，中国的速度是快、高效，东南亚一些国家习惯了悠闲、懒散的生活，你急他不急，我们两三年能建成，他们要十年甚至二十 年才能完成，这可能与我们的预期有所差异。

　　白明也表示，在推进中国企业走出去的过程中，中国与其他国家的博弈肯定少不了，我们尽量给优惠政策，但不能让他们牵着鼻子走，因为一旦被一个国家牵着鼻子走，其他国家都会效仿，我们不能脱离底线。

责任编辑：刘德宾 SN222

文章关键词：
中泰铁路 融资

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