In 2021, CGTN wrote: “1988 marked the beginning of a brand-new chapter in the development of China’s road network.”

The Chinese regime’s mouthpiece added, “After just three decades, the country now has 160,000 kilometers of expressways, which is more than any other nation in the world.”

According to Research on the Development of China’s Logistics, in 2012, China surpassed the United States by 92,000 kilometers.

However, behind China’s highway system, there are many problems that state-run media companies like CGTN fail to mention.

According to Sina, after Xuluo Expressway in Henan was commissioned in 1999, many road sections had quality problems, such as cracks, subsidence, bridge jumping, and potholes. As a result, the road is seriously damaged.

The Chinese regime’s website reported that on July 15, 2009, the 800-meter off-ramp bridge at the Gangtang Toll Station on the Jinjin Expressway collapsed, and five trucks fell, killing six people and injuring four others.

NTDTV reported that on December 18, 2021, a viaduct in Ezhou, Hubei Province, collapsed, disrupting traffic and killing at least three people. Several large trucks fell and rolled over as the bridge deck collapsed. In addition, the bridge deck hit vehicles traveling on the lower road.

According to Export and Sydney Today, on December 18, a bridge overturned on the ramp bridge of the Shanghai-Chongqing Expressway, turning to Daguang Expressway in Ezhou City, Hubei Province. Four people died, and eight others were injured.

The poor quality of China’s highway system should not surprise those following the country’s news coverage. Because the constructions mentioned above are not only happening in the traffic sector but are common throughout the construction field in China.

Bili Bili’s site posted a video showing a poorly constructed ceiling of a house.

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The site zhuanlan.zhihu.com has reported a series of apartment and house collapses in many provinces in China, and it’s not the first time such an accident has occurred.

[Show images here, get from the link or others]

NTDTV reported the video of the collapse of the Fujian Ferris wheel.

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NTDTV also reported a swimming pool collapse this month in Jinshui District, Zhengzhou.

[Show images (or videos) here, get from the link or others]

According to NTDTV, a road built for the “poverty eradication” project in Gansu Province has also been accused of being a low-quality product.

This project has suffered from severe corruption. After construction, the initially designed “double-layer steel bar” has become a “single-layer steel bar.”

Six Gansu provincial officials have been arrested for their involvement in this scandalous road.

In a study conducted by Oxford Saïd, economic researchers called into doubt two major assumptions concerning Chinese infrastructure projects. The first was whether infrastructure investment added value to the economy. The second point to consider was whether China had a distinct advantage in terms of infrastructural development. They claimed that both were fallacies.

Dr. Alexander Budzier, one of the researchers of Saïd Business School, said that in many projects they had studied, the users simply had not shown up. He said, “the cars don’t show up on the roads and bridges, and the riders don’t turn up on the trains. That means the schemes don’t generate the revenue they need to pay back their loans.”

China has spent over $116.8 billion on railway projects in 2019. In the same year, the Beijing-Shanghai High-Speed Railway Co., Ltd revealed China National Railway Corporation’s report on the revenue for the first time from eighteen railway bureaus. Twelve encountered economic losses and were expected to continue to lose money in the future.

Moreover, according to a World Bank research released last year, only five of the 15 fastest 350 km/h lines could cover their operational and capital expenditures. At the same time, six were unable to pay their loan interests. The situation was even worse for the 250 km/h lines, which accounted for the majority of high-speed traffic: only five of the 16 lines could cover operating and maintenance costs, and none had enough profit to pay back interest, let alone their debt principal.

In the study, professor Atif Ansar, an expert in China’s infrastructure development spending, stated that less than a third of China’s 65 highway and railway projects that he appraised were “genuinely economically productive.”

Apart from those national-scaled infrastructure projects that are financially unprofitable, scattered all over China’s mainland are public projects that could be considered a waste of money.

Infrastructure investment has become a hotbed for corruption. “Officials in the provincial transportation office, high and low, racked their brains for ways to get their claws into expressway projects,” read a CCP’s report in 2014. Corruption appears in every aspect of China in various forms.

Taking bribery by approving construction contracts: Chen Miangxian, a Hunan transportation official, collected $4.4 million in kickbacks in just two years for diverting contracts on eight expressway projects to appreciative companies in 2016. Believing bridges and expressways would bring prosperity to Hunan, Chan and other authorities quadrupled the province’s expressways from 872 miles in 2005 to 3,778 miles by the end of 2016. Not long after, Chen was charged with corruption. “Connections became a magic drug for scoring engineering contracts,” he said. Over 27 Hunan transportation officials have been deposed as a result of anti-corruption investigations from 2010 to 2016.

China’s signature “tofu dregs” projects directly result from local authorities’ replacing standard-quality building materials with bad ones. For example, during the construction of the Taixing Railway in Shaanxi Province, yellow mud appeared on the construction site after a light drizzle.

According to a construction contractor in Shanxi province, China Railway 12 Administration’s project manager Li Yousheng requested the workers to use loess soil to backfill the culverts. Unfortunately, the unstable loess soil was dug up directly from the road, which cost zero, while the qualified materials required dozens of yuan per ton.

The downfall of the CCP’s former Minister of Railway Liu Zhijun in 2013 revealed the dark picture of China’s corruption reality. It was one of the most scandalous corruption cases of the railway department at the time. During his eight years in office, more than 4350 miles of high-speed railway was built, which cost a whopping $470 billion of investment. But, more importantly, his business tie with Ding Shumiao was disclosed.

Ding Shumiao, a Shanxi businesswoman, assisted 23 companies in obtaining 57 railway construction contracts worth a total of $29.16 billion, CCP’s mouthpiece Global Times reported. Ding also received over $470 million in kickbacks, and Liu received $7.7 million for his part. In addition, Ding was accused of offering “sexual favors to Liu by arranging an unspecified number of women for him.” As a result, the railway tycoon Ding Shumiao was sentenced to 20 years in prison and $400 million in fines.

Such corruption practice has become a phenomenon in China. For example, 54% of the 12,759 bribery cases prosecuted in China between 2014 and 2017 related to construction projects. According to a study, “Big Data of 12,759 Judicial Documents Reveal: Over Half of the Briberies Involves. Construction Projects” in 2017. Minxin Pei called it “Crony Capitalism,” describing an economic system in which capitalists profit from politicians’ rents.

Since the market reforms changed in the early 1990s, there has been an unspoken agreement between the tyrannical party and the elites: the party made room for the elites to earn money, and the elites would not betray the party. As a result, the rise of China for the past two decades has been aligned with serious corruption.

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