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However, infrastructure investments are very expensive, the payback period is extended for decades. The sector is highly competitive, and you can not earn much on transit and logistics. Moreover, more than 95% of China's trade still goes by sea. According to calculations by some analysts, only 1% of goods from China by land are to Europe. True, it's still $ 1.9 billion a day (in 2015, China's trade with Europe amounted to $ 696.55 billion).
Chairman of the Board of Directors of one of the world's largest port operators DP World (this Dubai company now manages ICBC "Khorgos" and seaport of Aktau) Sultan Ahmad bin Sulaim pointed at the Astana Economic Forum that rail and road transport alleviate the time of delivery at times, at times more expensive, so that disproportions with sea traffic will not change in the foreseeable future. To really earn "on the road," the country should use it as an incentive to create new export industries and services. - Transport alone does not bring benefits. There must be added value, "he said.
It seems that the government of Kazakhstan understands this. In early autumn of 2016, now the former Minister of National Economy Kuandyk Bishimbaev and the Chairman of the State Committee for Development and Reforms of the People's Republic of China, Xu Shaoshi, signed a cooperation plan for pairing Nurly Zhol and the Economic belt of the Silk Road, within which a list of 51 joint projects in the territory Kazakhstan for the total amount of $ 24-26 billion.
As Bishimbayev explained then, we are not talking about the transfer of existing capacities from China:
- These are new investment projects, which will be implemented with the participation of Chinese capital. Two are realized - the production of Chinese cars at Allure Avto enterprises with the attraction of a $ 2 billion loan from the Chinese bank and the Atyrau petrochemical complex, for which soft financing is provided with a rate of no more than 2%. The Chinese do not participate in the share capital.