Friday, June 16, 2017

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! 

Friday, April 14, 2017

马来西亚的父权主义和强奸文化


镇州议员杨美盈于2017413星期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西亚人民的道强奸受害者和她的强奸者婚并无不妥这样黯淡的前途表示小至912的女孩子只要已经处于青春期即她的身体和18少女无异就可以沙布丁的和强奸者“9女孩可以背后的核心思想不是出于他个人的变它也反映出马西亚社会根深蒂固的父主义

女在今今日的马西亚仍然被一些人视物件财产或比男人低一等9的男孩子被认为处于上学和游玩的年的同9的女孩子却被一些人看适婚

强奸案发生经常会听到像当时的穿着是怎样的当时在哪里她是否出夜门当时是否喝醉了以及她是否有问题仿佛假如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或自找受害者多少要被侵犯负责的有害念持续渗透在我的社会里

当谋杀案发生被怪的总是人犯当抢劫案发生被怪的总是劫犯当贩毒案发生被怪的总是毒者强奸案发生被怪何却是受害者呢有任何女或女孩应该被强奸


个怪罪受害者的父文化解何有么少的受害者有勇气向别说在罪案发生后求强奸生者的支援和害怕被怪罪视和被抛弃在马西亚每十宗强奸案只有两宗会被投平均来说每年有大3000宗强奸案假如我将没有投的案件算在们将会看到一个令人震惊的事实,那就是西亚每35分钟就会有一名女孩或女被强奸更糟的是3名强奸受害者中就有大两名是未成年人士— 16以下的女孩子 

Friday, April 7, 2017

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。

Sunday, April 2, 2017

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.

Wednesday, March 22, 2017

Yeo Bee Yin: Who’s behind Jamal Yunos on his YAWAS allegation against me?

Media Statement by Yeo Bee Yin, ADUN for Damansara Utama on Wednesday 22 March 2017 in Petaling Jaya.

Yesterday I received calls from the reporters that Jamal Yunos has lodged a police report against me on the management of Skim Mesra Usia Emas (SMUE) fund. This is a false allegation against me.



Nothing to Hide

I’ve taken a look at the video and picture of his press conference yesterday. The document that he hold in his hand is the exact document that can prove that we have submited all the necessary documents to the land office for check and balance.

The last column are the dates of documents recoup, which means that we’ve disbursed the fund and the signed receipts by the beneficiaries together with the copies of the identify cards of the beneficiaris and the deceased as well as the death certificate of the deceased have been submitted to the land office. 

He challenged me to show the proof and deny the allegation. Here’s the proof. I am showing here 10 ring files with the supporting documents of all the SMUE payments we made. If the files are stacked on top of each other, it will be more than 75cm high! (picture above) 

We are open, transparent and have nothing to hide. We showed not only the account but the receipts and all the relevant documents of the SMUE payments we made. Can Jamal Yunus apply the same standard to 1MDB? Can 1MDB and its subsidiaries do the same by opening up its accounts? And not only the accounts, but also each payment they made?

嘉玛背后的老板究竟是谁?

百乐镇州议员杨美盈于2017322日(星期三)在八打灵再也所发布的媒体文告。

我在昨天接到来自记者的电话,说嘉玛已经针对乐龄亲善计划(Skim Mesra Usia Emas, SMUE)基金向警方投报我。这是一个针对我严重的指控 。


公开账目反驳污蔑 

我已经看了他昨天记者会的照片和视频。其实他手里的文件正可以证明我们已经呈上所有所需的文件给土地局审查。文件的最后一栏是所需文件收回的日期,这表示我们已经把款项分发出去,而有受益人签名的收据联同受益人及亡故者的身份证还有亡故者的死亡证明书也已经呈上给土地局。

嘉玛挑战我提出证据否认这个指控。所以,今天我在这里出示十个文件夹,里面有我们付给受益人的每笔款项的收据和相关文件。这文件叠起来高过75公分!(上图)

我们是公开、透明和无所隐瞒的。我们不只是可以向你们出示账目,我们也可以出示我们所支付的每一笔款项的收据及相关文件。嘉玛是否也能以同样的标准套用在一马公司上?一马公司和其子公司是否也能公开它的账目呢?不单是账目,还有他们所支付的每一笔款项?


成为嘉玛攻击对象的原因?

Saturday, March 18, 2017

罗斯玛应该辞职:这和学术资格

百乐镇州议员杨美盈于2017316日在八打灵再也所发布的媒体文告。

罗斯玛应该辞职:这和学术资格无关

罗斯玛的助理里查曼梳说,他上司的学术资格让她有资格成为国家学前教育计划(PERMATA)的顾问。倘若学术资格真的是成为衡量一个人是否有资格成为顾问的标准,那么他是否在表示在教育部或妇女、家庭及社区发展部的芸芸公务员当中,没有人比罗斯玛更能胜任这个职位?这是对马来西亚公共服务的奇耻大辱。

罗斯玛可以成为PERMATA顾问的唯一原因,就是因为她是首相夫人。假如去浏览PERMATA的网站,不难发现网站的关注点都是罗斯玛而不是儿童。

罗斯玛应该辞去PERMATA顾问的职位

百乐镇州议员杨美盈于2017315日(星期三)在八打灵再也所发布的媒体文告:

倘若罗斯玛不明白公帑问责的意义,那么她应该辞去国家学前教育计划(PERMATA)顾问的职位 。

罗斯玛昨天再次表示人们不应该质问国家学前教育计划(PERMATA),还有那些质问的人是在“政治化”这个课题[1]

我要提醒她,针对受纳税人的钱所资助的政府机构寻求澄清并不是在“政治化”,这是公共检视和问责。她似乎忘了PERMATA所使用的公帑,是来自所有辛勤工作的马来西亚人民向布城所缴纳的血汗钱。所以马来西亚人民有权力检视PERMATA计划是如何运作,还是“问责”对她来说是一个太陌生的概念?

没有人质疑马来西亚发展学前教育的需要,但我们为何要在首相署之下成立另一个机构并由首相夫人担任顾问?为什么不是民选的首相夫人,可以在政府担任如此重要的职位?