Publication:
Attracting Capital for Railway Development in China

Loading...
Thumbnail Image
Files in English
English PDF (11.39 MB)
2,548 downloads
English Text (715.73 KB)
1,136 downloads
Published
2015-12-23
ISSN
Date
2016-03-01
Author(s)
Ollivier, Gerald
Editor(s)
Abstract
China Railways Corporation (CRC) is considering new ways to attract capital to support the strategic development of the railway sector. Currently, government is the predominant equity financier, with debt being supplied by domestic bank credits and limited amounts borrowed from International Financial Institutions such as the World Bank and Asian Development Bank. Considering its high level of accumulated debt and liabilities (RMB 3.7 trillion on an asset base of 5.7 trillion), CRC wishes to explore equity investment mechanisms, to increase cash flow from its core and non-core activities, and to use different financing channels as a way to leverage the value of its assets and introduce market-based business models to the sector. CRC is seeking to attract investment from both the private sector and from public sources such as local governments and state owned enterprises. It refers to these sources of capital as ‘social capital.’ This report examines how companies in China and railways in seven other countries, China, France, India, Japan, Poland, Russia, United Kingdom, United States, have attracted capital and made capital budgeting decisions to support their strategic development.
Link to Data Set
Citation
Ollivier, Gerald; Lawrence, Martha. 2015. Attracting Capital for Railway Development in China. © World Bank. http://hdl.handle.net/10986/23800 License: CC BY 3.0 IGO.
Digital Object Identifier
Associated URLs
Associated content
Report Series
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections

Related items

Showing items related by metadata.

  • Publication
    The Integrated Urban Development Strategy for Ploiesti Growth Pole 2014-2020
    (World Bank, Washington, DC, 2016) World Bank Group
    In 2012, the World Bank signed five agreements with MRDPA for advisory services, out of which one relates to the growth poles policy and to its improvement for the programming period 2014-2020. This agreement has three components: 1) an analysis of the growth poles policy, 2) energy efficiency studies for each growth pole; and 3) a review of the Integrated Development Plans prepared by the growth poles for the period 2007-2013. In this context, South Muntenia Regional Development Agency, through the coordinator of Ploiești Growth Pole, requested the World Bank, under a project funded by ERDF through the Technical Assistance Operational Program 2007-2013, to support the Growth Pole in implementing the recommendations stemming from the previous analysis with: 1) updating the Integrated Development Plan for 2014-2020; and 2) proposing an improved institutional framework for coordinating the planning, implementation and monitoring of projects under this plan. The current document of the Integrated Development Plan belonging to Ploiești Growth Pole was developed during the period 2008-2009 and approved and submitted to South Muntenia RDA in April 2010. It contains a total number of 93 projects with a total value of RON 5,136,143,583.91, out of which 762,515,322.81 are EU funds, and the remainder comes from the national budget and the beneficiaries’ own contribution. In the process of updating the plan, the implementation status of these projects will be studied further, while attention will be also given to the unimplemented projects in order to see whether they will be included in the documentation, depending on their response to the new development conditions of the growth pole.
  • Publication
    Public Transport Capacity Analysis Procedures for Developing Cities
    (World Bank, Washington, DC, 2011) Reilly, Jack; Levinson, Herbert
    The introduction of urban rail transit and high performance/quality/capacity bus transit systems throughout the world has dramatically improved the mobility of residents of cities in which they operate. The objectives of this work are: to provide a technical resource for transit planners and designers in developing cities in their public transport capacity and performance analysis work irrespective of mode. This report recommends methods of achieving practical transit capacity during normally encountered operating conditions. Where capacity is influenced by a measure of dispersion of some characteristic such as stop dwell time or vehicle headway, this is also noted. The purpose of measuring capacity is not just to provide a measure of system capability to transport passengers but also to provide some insight into the effect of service and physical design on customer service quality. When the demand for a service exceeds its schedule design capacity, service quality deteriorates either due to overcrowding on vehicles or at station platforms or diminished ability of customers to board the next arriving transport vehicle since it is already fully loaded, increased dwell times and hence decrease revenue speeds. The importance of service quality in transit capacity analysis cannot be overstated. Transit operators should be mindful that the urban transportation marketplace is more competitive. While it might be technically possible to design a service using a loading standard of 7 or 8 passengers per square meter, a number of customers will find that level intolerable and will seek alternate means of travel including walking (in the case of short distance trips), riding with someone else, riding taxis or purchasing a motorcycle or car. Accordingly, such loading standards should be thought of as interim measures until higher capacity at lower crowding can be achieved.
  • Publication
    High-Speed Rail
    (World Bank, Beijing, 2010-07) Amos, Paul; Bullock, Dick; Sondhi, Jitendra
    A high-speed rail service can deliver competitive advantage over airlines for journeys of up to about 3 hours or 750 km, particularly between city pairs where airports are located far from city centres. One suitable type of corridor is that which connects two large cities 250-500 km apart. But another promising situation is a longer corridor that has very large urban centres located, say, every 150-300 km apart. On these longer corridors, typical of some being built in China, high-speed rail has the ability to serve multiple city-pairs, both direct and overlapping. The overall financial performance of high-speed train services depends on enough people being able to pay a premium to use them. In Japan there is a surcharge for high-speed rail which doubles the fare on conventional services. China high-speed train fares are about three times conventional train fares. But in order to generate the required volume of passengers it will usually be necessary not only to target the most affluent travelers but also to adopt a fare structure that is affordable for the middle income population and, if any spare capacity still exists, to offer discount tickets with restrictions on use and availability that can fill otherwise unused seats. The combination of supportive features that exist on the eastern plains of China including very high population density, rapidly growing disposable incomes, and the prevalence of many large cities in reasonable proximity to one another (creating not just one city-pair but a string of such pairs) are not found in most developing countries. Nor could all countries assemble the focused collective capacity building effort and the economies of scale in construction costs that arise when a government can commit the country, politically and economically, to a decades-long program over a vast land area. Even in China, the sustainability of railway debt arising from the program as it proceeds will need to be closely monitored and payback periods will not be short, as they cannot be for such "lumpy" and long-lived assets. But a combination of those factors that create favorable conditions of both demand and supply comes together in China in a way that is distinctly favorable to delivering a successful high-speed rail system.
  • Publication
    Urban Mass Transport Infrastructure in Medium and Large Cities in Developing Countries
    (Washington, DC, 2012) World Bank; Asian Development Bank
    Developed at the request of the Mexican G20 Presidency for consideration by the Finance Ministers and Central Bank Governors at the G20 Leaders' Summit in Mexico, and jointly prepared with the Asian Development Bank, this policy paper positioned green transport in the context of cities development. Urban transport determines the shape of a city and its ecological footprint. Many cities in low and middle income countries are at a crossroads. Policy decisions taken now, while car use is still relatively low and cities retain a relatively transit friendly, compact urban form, will affect how people will live in their cities for many decades into the future. A new paradigm of urban transport can be part of the solution to reversing the deteriorating situation in some cities of developing countries, and supporting others to embark on a sustainable, low carbon, green growth path: developing a city for people rather than cars, and including public and mass transport as a major component of the modal structure. Implementing such a new paradigm can be truly transformational. This joint World Bank and Asian Development Bank paper lays out six aspects, which are most difficult to align, yet, are critical to ensure the sustainability of urban transport systems, visionary leadership, integrated strategy for land use and urban transport, coordination among agencies, domestic capacity, adequate cost recovery, and private participation in the operation and construction of urban transport systems. The paper proposes a set of new initiatives for G20 leaders' consideration, including the development of an umbrella toolkit to guide policy makers in charge of urban planning to make transport decisions best suited to their local contexts.
  • Publication
    Railways in Sub-Saharan Africa
    (World Bank, 2009-06-01) World Bank
    The changed role of rail in Africa over the last thirty years has seen it move from a situation where many of the systems were carrying a high share of their country's traffic to one in which their market share has declined, their assets have steadily deteriorated, their quality of service has reduced, and they are in many instances only a minor contributor to solving the transport problems of the continent. The first railways south of the Sahara were built in South Africa in the 1860's and 1870's, with lines heading inland from the ports at Cape Town and Durban. The networks in what were then Cape Province, Natal and Transvaal continued to develop but it was not until the turn of the twentieth century that large-scale railway development began in other parts of the continent. In almost every case, the pattern was the same, with isolated lines heading inland from a port to reach a trading centre or a mine, and a few branch lines then being built over a period of time. As almost all the lines were constructed under colonial administrations, many of the lines were state-owned but several were also constructed as concessions or, in the case of some mineral developments, by the mining company as an integral part of its mining operation. Nevertheless, the rhetoric accompanying some of the transactions suggests that many politicians believe, or want to believe, that the concession award will be the prelude to very substantial investments by the concessionaires, particularly in infrastructure. To date, this has barely materialized, with most infrastructure improvements being done with international financial institution (IFI) or donor funds. The main issue for most sub-Saharan railways is whether concessioning is just a temporary solution or whether some alternative approach is needed to ensure a long-term future for railway systems providing acceptable levels of service.

Users also downloaded

Showing related downloaded files

  • Publication
    New Industries from New Places : The Emergence of the Software and Hardware Industries in China and India
    (Washington, DC: World Bank and Stanford University Press, 2009) Nollen, Stanley; Gregory, Neil; Tenev, Stoyan
    China and India have grown rapidly in importance in the global economy over the past two decades the same period in which hardware and software have become important tradable products in the global economy. China has reached global scale in the hardware industry but not in software; India has achieved the reverse. These recent developments offer new insights into the ways in which new industries can take root and flourish within the broader context of developing economies. This progress has attracted widespread comment, most of it anecdotal or based on partial explanations of industrial growth. This study seeks to provide a fuller explanation based on an empirical analysis of the macro and micro underpinnings of these contrasting growth stories. In doing so, the study sheds a broader light on the economic development paths that China and India have taken since 1990, and also on the process by which developing economies can enter and succeed in new markets.
  • Publication
    Global Value Chains in a Postcrisis World : A Development Perspective
    (World Bank, 2010) Cattaneo, Olivier; Gereffi, Gary; Staritz, Cornelia
    The world is in the midst of a sporadic and painful recovery from the most severe economic crisis since the 1930s Great Depression. The unprecedented scale of the crisis and the speed of its transmission have revealed the interdependence of the global economy and the increasing reliance by businesses on global value chains (GVCs). These chains represent the process of ever-finer specialization and geographic fragmentation of production, with the more labor-intensive portions transferred to developing countries. As the recovery unfolds, it is time to take stock of the aftereffects and to draw lessons for the future. Have we experienced the first global crisis of the 21st century or a more structural crisis of globalization? Will global trade, demand, and production look the same as before, or have fundamental changes occurred? How have lead firms responded to the crisis? Have they changed their supply chain strategies? Who are the winners and losers of the crisis? Where are the engines of recovery? After reviewing the mechanisms underpinning the transmission of economic shocks in a world economy where trade and GVCs play increasing roles, the book assesses the impact of the crisis on global trade, production, and demand in a variety of sectors, including apparel, automobiles, electronics, commodities, and off-shore services. The book offers insights on the challenges and opportunities for developing countries, with a particular focus on entry and upgrading possibilities in GVCs postcrisis. Business strategies and related changes in GVCs are also examined, and the book offers concrete policy recommendations and suggests a number of interventions that would allow developing countries to better harness the benefits of the recovery.
  • Publication
    Transforming the Urban Space through Transit-Oriented Development
    (World Bank, Washington, DC, 2017) Salat, Serge; Ollivier, Gerald
    Imagine a city that is more competitive, with higher-quality neighborhoods, lower infrastructure costs, and lower C02 emissions per unit of activity. This city has lower combined transportation and housing costs for its residents than other cities at similar levels of economic activity. Its residents can access most jobs and services easily through a combination of low-cost public transport, walking and cycling. Its core economic and population centers are resilient to natural hazards. It is able to finance improvements to public space, connectivity, and social housing by capturing value created through integrated land use and transport planning. Such a vision has never been more relevant for rapidly growing cities than it is today. Transit-oriented development (TOD) can play a major role in achieving such a vision. Based on an observation of methodologies applied in different countries, the World Bank's Community of Practice on Transit Oriented Development has developed a methodology called the 3 Value (3V) Framework, which outlines a typology to facilitate TOD implementation at the metropolitan and urban scale in various contexts. The 3V Framework equips policy and decision makers with quantified indicators to better understand the interplay between the economic vision for the city, its land use and mass transit network, and urban qualities and market vibrancy around its mass transit stations. This book provides examples of approaches taken by cities like London and New York to align their economic, land use, and transport planning to generate jobs and high value. We hope this book will help readers develop a coherent vision, policies, and strategy to leverage the value created through enhanced connectivity and accessibility and make cities even more appealing places to live, work, play and do business.
  • Publication
    China 2030 : Building a Modern, Harmonious, and Creative High-Income Society [pre-publication version]
    (Washington, DC: World Bank, 2012-02-27) World Bank; Development Research Center of the State Council, P.R.C.
    China should complete its transition to a market economy--through enterprise, land, labor, and financial sector reforms--strengthen its private sector, open its markets to greater competition and innovation, and ensure equality of opportunity to help achieve its goal of a new structure for economic growth. These are some of the key findings of a joint research report by a team from the World Bank and the Development Research Center of China’s State Council, which lays out the case for a new development strategy for China to rebalance the role of government and market, private sector and society, to reach the goal of a high income country by 2030.   This report recommends steps to deal with the  risks facing China over the next 20 years, including the risk of a hard landing in the short term, as well as challenges posed by an ageing and shrinking workforce, rising inequality, environmental stresses, and external imbalances. The report lays out six strategic directions for China’s future: * Completing the transition to a market economy; * Accelerating the pace of open innovation; * Going “green” to transform environmental stresses into green growth as a driver for development; * Expanding opportunities and services such as health, education and access to jobs for all people; * Modernizing and strengthening its domestic fiscal system; * Seeking mutually beneficial relations with the world by connecting China’s structural reforms to the changing international economy.
  • Publication
    Two Dragon Heads : Contrasting Development Paths for Beijing and Shanghai
    (World Bank, 2010) Yusuf, Shahid; Nabeshima, Kaoru
    In broad terms, the sources of economic growth are well understood, but relatively few countries have succeeded in effectively harnessing this knowledge for policy purposes so as to sustain high rates of growth over an extended period of time. Among the ones that have done so, China stands out. Its gross domestic product (GDP) growth rate, which averaged almost 10 percent between 1978 and 2008, is unmatched. Even more remarkable is the performance of China's three leading industrial regions: the Bohai region, the Pearl River Delta, and the Yangtze River (Changjiang) delta area. These regions have averaged growth rates well above 11 percent since 1985. Shanghai is the urban axis of the Yangtze River Delta's thriving economy; Beijing is the hinge of the Bohai region. Their performance and that of a handful of other urban regions will determine China's economic fortunes and innovativeness in the coming decades. The balance of this volume is divided into five chapters. Chapter two encapsulates the sources of China's growth and the current and future role of urban regions in China. The case for the continuing substantial presence of manufacturing industry for growth and innovation in the two urban centers is made in chapter three. Chapter four briefly examines the economic transformation of four global cities and distills stylized trends that can inform future development in Beijing and Shanghai. Chapter five describes the industrial structure of the two cities, identifies promising industrial areas, and analyzes the resource base that would underpin growth fueled by innovation. Finally, chapter six suggests how strategy could be reoriented on the basis of the lessons delineated in chapter four and the economic capabilities presented in chapter five.