The Rise of the Robot Nation

 

China is making and installing factory robots at a far greater pace than any other country. The United States is a distant third. More than two million robots were working in Chinese factories in 2024, according to the International Federation of Robotics (IFR). This is a trade group for makers of industrial machines.

 

Nearly 300,000 new robots were installed in 2024, more than the rest of the world combined. By contrast, American factories added 34,000. While Chinese plants have been using more robots, they have also grown far better at making them. A combination of public capital, policy directives and generous loans has spurred Chinese firms to dominate robotics and related technologies, such as semiconductors and artificial intelligence.

 

Source: https://en.wikipedia.org

 

Worldwide, robots are taking on an increasingly prominent and disruptive role in manufacturing. These range from machines that weld car parts together to claws that lift boxes onto conveyor belts. As technology improves efficiency, some factories are running with fewer workers, while others are reshaping roles entirely.

 

Over the past decade, China has pursued a broad campaign to integrate robots into its factories and become a major producer. Analysts say the strategy mirrors Beijing’s national push in electric vehicles and AI.

 

Factories in China have installed more than 150,000 robots annually since 2017. By 2025, Chinese factories were producing nearly a third of all goods worldwide – more than the United States, Germany, Japan, South Korea and Britain combined.

 

Robot installations actually fell in Japan, the United States, South Korea and Germany in 2024. Japan, the second-largest adopter, installed 44,000. Beijing made robotics a top priority in 2015 under its “Made in China 2025” campaign, aiming to cut reliance on foreign suppliers. Industries were given low-interest loans from state-controlled banks, funding for acquisitions of foreign competitors and direct injections of government money.

 

Until recently, Chinese factories installed more imported robots than domestic ones. But in 2024, nearly three-fifths of the robots installed were made in China. Overall, China has five times as many factory robots as the United States. The IFR’s data does not include humanoid robots – two-legged machines still mostly experimental.

 

China’s AI industry also plays a critical role. Firms are developing tools to track and improve every aspect of machine performance. With Beijing’s sustained backing, a swelling workforce of skilled technicians and a growing domestic supply chain, China is not just automating its factories; it is remaking global manufacturing in its own image.

 

Reference:

The rise of the robot nation, Meaghan Tobin and Keith Bradsher, The Star,
7 October 2025

 

Aerotrain: What a Disaster!

The latest aerotrain breakdown at KLIA Terminal One on 28 October happened at an ungodly timing – the final day of the 47^th ASEAN Summit. That may have prompted Transport Minister to order an APAD (Land Public Transport Agency) probe on airport operator Malaysia Airports Holdings Bhd (MAHB).

 

As the breakdown has become a routine affair which is contrarian to the operator’s license issued to MAHB, Loke has pointed to the Land Public Transport Act 2010 which stipulates that any breach of the operator’s license conditions may result in a fine of up to RM250,000 for each offence.

Source: https://en.wikipedia.org

 

The latest malfunction on 28 Oct, which the now privatised MAHB, was attributed to the aerotrain’s power system. This is under the responsibility of contractors IJM-PESTEC Joint Venture (IPJV) and its French manufacturer Alstom. Stranded passengers were forced to walk along the tracks in the dark while carrying their luggage.

 

The original aerotrain operation which had been running from 1998 was terminated in March 2023. Since its re-launch on 1 July 2025, the RM456 mil upgraded KLIA aerotrain (two units) had 19 reported disruptions from July 2 to Sept 30 as per official records. Further incidents occurred in October, bringing the total to 22 breakdowns.

 

If the Transport Ministry (MOT) has been stringent with MAHB from day one, the government’s coffers could have easily been RM5.5 mil richer. But that is not the purpose – it’s just penalty and “peanuts” for the supplier. Going forward, how do we ensure no further breakdowns? Buy another set from a different supplier? And remember we have VMY in 2026. Is this now the gateway to embarrassment? KLIA is the country’s first impression. Until MAHB fixes this, Malaysia is showing the world that ordinary travellers are expendable. The aerotrain is now a case study for institutional incompetence!

 

References:

RM250k penalty per aerotrain breakdown should have been imposed from outset, not after almost 2 dozen disruptions, Focus Malaysia, 29 October 2025

 

Comment: KLIA’s Aerotrain is the gateway to embarrassment, Mariam Mokhtar, Malaysiakini, 31 October 2025

Shipbuilding: Did the Malays Teach the Romans?

 

Prof Dr Solehah Yaacob, the International Islamic University Malaysia (IIUM) senior academician is at it again. Her latest claim is mind boggling – “the Romans learned to build ships from the Malays!” This has earned a rebuttal from Facebooker SEA Heritage & History (“SEA Heritage) that there is no strong evidence based on credible research that the Roman Empire specifically learned shipbuilding from the Ancient Malays. More likely from the Carthaginians who once controlled the Mediterranean.

 

Source: https://www.wikiwand.com

The digital creator (SEA Heritage) went on to debunk the presumed myth by “the pride of IIUM”:

   

1.      No documents – archaeological, or historical records – have been found that clearly demonstrate the Romans acquired their shipbuilding technology from the Malays. These claims often appear as legends or modern interpretations, and are not supported by adequate scientific evidence.

2.      Interaction routes between Rome and Southeast Asia did exist (through trade in India and the Indian Ocean) but direct technical influence on Roman shipbuilding from Malay technology has not been proven.

 

3.    Many such claims are classified as “myths” or “unverified hypotheses” in studies of the history of maritime relations.

While SEA Heritage & History has been very diplomatic in his rebuttal of Solehah, the same cannot be said of political commentator Prof James Chin. “I can tell you from mainstream history – including mainstream historians from this region – her entire lecture is at best pseudo-history,” reacted the inaugural director of the Asia Institute at the University of Tasmania on his FB page. “Real historians would simply label her as “nuts”! But she is a full professor at UIA and she has been saying this sort of things for the past decade. “As far as I know, UIA has never asked her to go up against other historians or even check if her work is legitimate. The fact that she is a still a professor tells you a lot about UIA, right?” 

It is one thing to break into the global arena for the right reasons and another for a comedy show! I don’t understand why she is submitting weird theories – to gain recognition or to give us a bellyache! She may need help and IIUM may want to disassociate  from this individual for the sake of their own reputation. 

Reference:

IIUM professor makes Malaysia a laughing stock by claiming “Romans learned to build ships from Malays”, Focus Malaysia, 3 November 2025

Our National Comedy Show

 

Have you ever wondered how Malaysia functions despite our constant chaos — the answer is: miraculously, with a lot of “aiyah, can lah.” We’re a nation powered by contradictions, misunderstandings, and sheer optimism. From our driving habits to our dining table dramas, every day is a sitcom episode waiting to happen. (This is basically an extract of Paresh Patel’s article)

 

1. “Can or Not?” – The National Anthem

In Malaysia, decisions are not made. They are negotiated like peace treaties.

I once saw a man at a car workshop asking if he could pay his bill with duit raya packets from last year. The mechanic just shrugged and said, “Can lah, as long as got picture of Agong.”

 

At the office, nothing is confirmed until someone says, “We see how first.” That phrase is a masterpiece of diplomacy — it means no, but with feelings.

 

Even our doctors are infected by it:

Doctor: “You need to exercise.”

Patient: “Can I just take vitamin C?”

Doctor: “Maybe can, maybe cannot.”

 

Source: https://en.wikipedia.org

  

2. Table Manners? We Left Those in 1957

Once, at a wedding dinner, Auntie Siew Yeng pulled out a Tupperware mid-banquet to “save some prawns for tomorrow.” Nobody blinked. In fact, the auntie next to her handed her a rubber band.

 

At the mamak, the philosophy is simple: whoever shouts loudest gets served first. I’ve seen people order like auctioneers — “One roti telur, one teh ais kurang manis, one tissue! Tissue big one!”

 

And don’t get me started on durian. My uncle insists on eating it shirtless in the carpark, claiming it’s the only way to “respect the fruit.” When asked about the smell, he said, “That’s not smell. That’s perfume for true Malaysians.”

 

3. Weather: The Great Betrayal

Malaysia has two seasons — Hot and Hot with Thunderstorm. We don’t check the forecast; we check the clouds and pray.

 

Last week, my laundry was outside. Ten minutes later, the rain came like a Bollywood climax. I ran out to save my clothes, but my neighbour, Auntie Kamala, just stood there under the rain saying, “Never mind lah, free wash.”

 

At weddings, it’s always the same story. The bride plans for “outdoor garden vibes.” The monsoon season says, “Challenge accepted.”

 

4. The Highway Hopes and Horrors

Malaysian driving is not for the faint-hearted. Indicators are treated like state secrets. Lane markings are just polite suggestions.

 

During balik kampung season, the North-South Highway becomes a parking lot with better scenery. I once saw a man set up a picnic beside his car while waiting out a jam near Tapah. He said proudly, “We’ve been here two hours — might as well make sandwiches.”

 

5. Language Rojak: A Symphony of Confusion

Only in Malaysia can a single sentence have five languages and still make perfect sense:

“Eh, bro, you makan already ah? I tell you, that laksa damn sedap, die die must try one!”

 

I once overheard a couple arguing in full Manglish:

Wife: “You say want to diet!”

Husband: “I diet what — I only eat fried rice, not fried noodle!”

 

Even our signs are confused. There’s a shop in Cheras called Soon Come Laundry. I’ve been driving past it for ten years. Still waiting.

 

6. Festive Feasting and Other Survival Stories

During Hari Raya, my friend’s mother insists guests eat rendang until they can’t stand. When I said I was full, she looked genuinely hurt. “You don’t like my cooking ah?” I ended up eating four more servings and two ketupats just to protect her feelings — and possibly my inheritance.

 

During Chinese New Year, it’s all about pineapple tarts. Everyone says, “No need to bring anything,” but still shows up with 12 containers “just in case.”

 

And Deepavali? You haven’t lived until an Indian aunty has stuffed murukku into your hand before you’ve even sat down.

 

7. Our Beautifully Chaotic Conclusion

Malaysia isn’t perfect — our trains are slow, our Wi-Fi moody, and our politics like a soap opera. But somehow, we make it work. We live, laugh, and lepak through life. We honk, argue, and then share a plate of roti canai with the same person five minutes later. Because deep down, under all the noise, confusion, and durian smell, there’s one thing that unites us: the ability to laugh at ourselves. And that — truly — is the most Malaysian fopar of all.

 

 Reference:

Malaysian Foopahs: How We Accidentally Became A National Comedy Show, Paresh Patel, Newswav, 24 Oct 2025

 

AG’s Report: Vehicles Management and Debts

 

According to the latest report by the Auditor General, penalties worth about RM54.51 million were not imposed on the concessionaire, even though 6,028 vehicles were delivered late — some by up to 508 days. This happened despite the contract clearly allowing penalties for such delays.

 

The Auditor General’s Report did not name the concessionaire, but the Ministry of Finance (MOF) in a parliamentary reply in 2025 stated that Spanco Sdn Bhd currently manages the government’s vehicle fleet.

 

Source: https://www.wikiwand.com

 

Spanco signed a new 15-year concession with the MOF on Jan 31, 2022 to manage government vehicles. It began on July 31, 2022, and runs until July 30, 2037. This replaces the earlier agreement, which expired in 2018 but was extended four times until July 2022. Under the agreement between the concessionaire and the MOF, Clause 11.2 stipulates that vehicles must be delivered within 60 working days from the order date, with penalties to be imposed for delays caused by the company. Clause 11.4 also requires the concessionaire to inform the government within 30 working days if it cannot meet the delivery schedule, allowing both parties to discuss appropriate action.

 

However, an audit analysis of the concessionaire’s vehicle management system showed that as of Dec 31, 2024, none of the delayed deliveries had been subject to penalty claims. The auditor general also found that the government overspent RM28.79 million by continuing to use 5,323 leased vehicles after their contracts expired, instead of replacing them as scheduled. From 2021 to 2024, RM123.43 million was spent, though only RM94.64 million would have been needed with timely replacements.

 

The report said that based on responses from the MOF, a penalty committee and penalty assessment working committee had been formed to review and determine appropriate claims to be submitted by the ministries involved. The auditor general recommended that the ministry, as the contract administrator, take action to recover the estimated RM54.51 million in penalties and expedite the resolution of issues related to replacing vehicles with expired leases. 

 The auditor general has urged the government to closely monitor new borrowings used to repay maturing loans, as debts worth RM490 billion are due within the next five years. National debt servicing expenditure rose 9% to RM50.48 billion in 2024 from RM46.33 billion in 2023, mainly due to higher interest payments on the government’s outstanding debt of RM1.25 trillion as at Dec 31, 2024, according to the Auditor-General’s Report 3/2025. Despite this, the report noted that the federal debt growth rate eased to 6.4% in 2024 from 11.4% in 2021, while principal repayments for maturing loans declined 12.7% to RM122.34 billion, reflecting fewer loans reaching maturity. 

The AG’s Report requires follow-up and unless the PAC or such similar body acts seriously, we tend to keep repeating the same stories. The other is there are no (or very little) penalties on persons responsible for these mistakes. Why? In most cases, it is decided by committees and not by any single individual. So, we go on to the next report by the AG. 

References:

AG's report flags poor management of govt vehicle fleet, failure to enforce RM54.5m penalties, Choy Nyen Yiau, theedgemalaysia.com, 6 October 2025 

Auditor general urges govt to monitor borrowings as RM490b debt due in five years, Choy Nyen Yiau, theedgemalaysia.com, 7 October 2025

Malaysia’s Position in the Global E&E Value Chain

 

As a critical part of many capital and consumer goods, the E&E industry has been a key catalyst for productivity gains and innovation in most other industries and economic sectors. At 18.8% share of global trade in 2024, the global E&E industry is also highly integrated across regions, leveraging free trade to move inputs and products between nations. 

At its core, semiconductors are the ‘brains’ of all modern electronic devices, accounting for 32.7% share of global E&E exports. They are critical components that provide essential functionality to process data, store information and control the function and communication with other devices in various end-segments. Semiconductors are typically divided into three main types of chips: logic, memory as well as discrete, analogue and others (DAO) (Diagram 1). Meanwhile, the complexity of semiconductors is determined by their process node size.2 Much of the current technological breakthroughs involve making nodes smaller. This allows for the development of highly advanced and cutting-edge chips with greater performance and efficiency. Nevertheless, older or legacy chips remain integral in most end-segments due to their cost-effectiveness and reliability. Given its intricacy, semiconductor manufacturing is distinguished by a highly specialised and often geographically dispersed but interconnected value chain. This value chain, along with a host of supporting activities, form a complex and globalised semiconductor ecosystem. 

In general, the value chain can be divided into two main sections: the front-end and the back-end (Diagram 1). The front-end of the value chain consists of research and development (R&D), integrated circuit (IC) design and wafer fabrication of the different types of chips. These processes usually require highly skilled expertise and are both capital- and technology-intensive. Meanwhile, the back end of the value chain comprises assembly, testing and packaging (ATP) activity. This is a crucial step to ensure that the chip’s function and performance are reliable, durable and ready for integration with other E&E components in various devices of the end-segments. ATP activity is relatively more labour-intensive and less technically intricate. However, this activity has progressed to become more complex and capital-intensive because of advances in packaging technology. At the final stage, once these devices are integrated, they are then handled by business services entities for marketing, distribution and sales. Complementing this value chain is an extensive support ecosystem that produces the materials, specialty chemicals, machinery and equipment, software design and core intellectual property for semiconductor manufacturing activities. 

 

Global demand for semiconductors is mainly dictated by the growth trends of the various end-segments. In terms of breakdown by type of chips, the end-segments collectively comprise 42% logic, 32% DAO and 26% share in memory chips. However, the exact composition of chips differs for each end-segment respectively. Therefore, the growth trend in the demand for each type of chip will also vary over time depending on market-specific factors influencing the various end-segments. 

E&E has been one of the major drivers of the nation’s industrial development. Over the past five decades, Malaysia’s E&E industry has experienced rapid progress. The E&E industry now accounts for 40% of Malaysia’s total gross exports, contributing 3.7% to global E&E exports and capturing a notable 7.3% share of global semiconductor exports in 2024. It is also a vital source of employment, supporting 614,051 jobs with an average monthly wage of RM4,019, well above the manufacturing sector’s average of RM3,448. It also makes up 7.4% of total output, with a compounded annual growth rate (CAGR) of 6.4% between 2015 and 2024, higher than the GDP CAGR of 3.8%. Overall, Malaysia is now the world’s ninth largest E&E exporter. 

Malaysia has gained a comparative advantage within the global semiconductor ecosystem by developing specialised capabilities in the E&E value chain. It has an entrenched presence in the back end particularly the outsourced semiconductor assembly and test (OSAT) players, holding 13% share of global ATP activity, as well as some presence in the front-end. Further supporting the value chain is a wide array of domestic automated test equipment (ATE) makers. 

In terms of products, 64% share of Malaysia’s E&E exports are semiconductors while 36% are comprised of devices such as parts for computers and telephones. Within semiconductor exports, logic chips make up the largest share at 49.5%, followed by DAO (43%) and memory (7.5%). Given the product mix, the recovery for Malaysia’s E&E exports was broadly gradual in 2024. The initial recovery in the early part of the year lagged regional peers. This was primarily due to Malaysia’s limited presence in advanced high-bandwidth memory chips. Nevertheless, the recovery took hold in the second half of 2024 as the memory, logic chips and devices segment began to significantly improve. 

Reference:

Economic and Monetary Review 2024, Bank Negara Malaysia

An Alcohol-Free MAS?

 

An Alcohol-Free MAS? 

Fresh from the Budget 2026 revelation of an impending 10% sin tax hike effective Nov 1, there is now renewed call to ban alcohol on board the national flag carrier Malaysia Airlines (MAS). Apparently, Perikatan Nasional (PN) Hulu Selangor MP Mohd Hasnizan Harun has mooted a blanket ban on booze on all MAS flights when debating on the Supply (Budget) Bill 2026 in the Dewan Rakyat on Oct 13. 

PAS Youth had in 2017 urged MAS to stop serving alcohol completely following a bomb scare which forced flight MH128 which was bound from Kuala Lumpur to Melbourne to make an emergency landing on May 31 that year after a 25-year-old Sri Lankan national tried to enter the cockpit while claiming to have a bomb. The man was detained by the Australian police who said they did not believe the incident was linked to terrorism (nor alcohol) but instead citied mental health issues.

 

Source: https://en.wikipedia.org

Fully-shariah compliant airlines is not a new concept. Malaysia’s first Islamic airline, Rayani Air, lasted a mere five months before folding due to management, safety and security issues, pilot strikes and lack of funding. 

Rayani Air prior to its June 13, 2016, shut down was the world’s 4^th fully-shariah compliant airline after Royal Brunei Airlines (RBA), Saudi Arabian Airlines and Iran Air. Malaysia may be oil-rich, but our airline industry may not be in the same league as those airlines mentioned. We could of course do like the banks --- have an Islamic subsidiary that fully complies to Shariah. So, MAS could create an Islamic airline as a subsidiary and fly to those halal destinations? 

Aviation industry is a highly competitive venture. With Visit Malaysia Year 2026 (VMY 2026), economic realities will have to dictate the scenario as unpleasant as that may sound to certain ears. Alcohol-abstinent passengers are free to choose which airline they wish to use or even consider alternative modes of transport if this issue is such a sticking point. As for crew members, perhaps they need to consider alternative employment if it goes against their personal beliefs. 

The alarming trend of late is how much attention is being focused on booze. Whether it is a minister having a toast at a gala dinner or the right to enjoy an in-flight drink, it is being played up as an affront to sensitivities of the majority. Some have even suggested that cendol be served instead of alcohol! We need to focus on bigger issues such as improving the quality of service to ensure VMY 2026 is a success. It is often claimed that alcohol dulls the senses but, in this instance, it has further diluted the issues that need our real attention. 

Reference:

PN lawmaker’s call for alcohol-free MAS flights ignores secular skies, commercial realities, Teetotal Flyer, Letter to Editor, Focus Malaysia, 14 October 2025