Wednesday, 15 April 2026

Norway – A Model for Oil Revenue?

 

On Christmas Eve 1969, deep beneath the freezing waters of the North Sea, drillers struck black gold. The Ekofisk field — one of the largest offshore oil discoveries in history was found. A small, quiet nation of fishermen and farmers was about to become unimaginably rich. 

What Norway did next is either the greatest financial decision in modern history… or the most boring story ever told. No victory parades. No palaces. No sudden checks raining down on citizens. While the oil money began pouring in, Norwegian politicians did something almost no government in history has managed: they resisted temptation. They had watched what happened to other oil-rich nations — Nigeria, Venezuela, Libya. They saw the “resource curse” in real time: easy money that brought corruption, inflation, inequality, and eventual collapse. Norway decided it would not become another cautionary tale.

 

Source: https://en.wikipedia.org

In 1990, the Norwegian Parliament passed a simple but revolutionary law. Every single krone of oil profit would go into a new Government Petroleum Fund — now known as the Oil Fund. The rules were strict and almost painfully disciplined: 

- All oil revenue goes into the fund. 

- The government can spend only a tiny percentage of the returns each year. 

- The rest stays invested. Forever. 

The first deposit in 1996 was modest, almost symbolic. Then came the hardest part: they kept the rules. 

Year after year, election after election, crisis after crisis, politicians who promised to raid the fund lost. Those who protected it won. For over three decades, across governments of every political stripe, one principle held firm: this money belongs to Norwegians who haven’t been born yet. 

The fund bought small stakes in thousands of companies worldwide — Apple, Microsoft, Amazon, NestlĂ©, and countless others. It invested in real estate in Manhattan, London, Paris, and Tokyo. It didn’t gamble on hot trends. It simply bought a quiet piece of the global economy and waited. 

Today, Norway’s Oil Fund is worth nearly $2 trillion. For a country of just 5.6 million people, that’s roughly $340,000 for every man, woman, and child. No checks are mailed. The money belongs as much to future generations as to the present one. More than half of that wealth no longer comes from oil. It comes from investment returns. The fund now earns more from its global portfolio than Norway makes pumping oil out of the North Sea. They turned a finite resource into something close to infinite. 

Norway quietly became one of the largest investors on Earth — owning approximately 1.5% of every publicly traded company on the planet. Every time a major global business makes a profit, a tiny fraction quietly flows back to Norway’s children. 

The oil will eventually run out. Geologists give it 30 to 50 years, maybe more. It doesn’t matter. By then, the fund’s returns alone are projected to cover healthcare, education, and pensions — perhaps forever. Norway didn’t discover more oil than anyone else. They didn’t have superior geology or technology. They had one thing most nations lack: the courage to say no. 

No to easy money. 

No to short-term thinking. 

No to politicians who swore they’d only spend “just this once.” 

No to a generation that could have lived richer today — at the expense of every generation that follows.

 

Most countries can’t do it. Most people can’t do it. We’re wired for now, not for later. Norway looked human nature — greed, impatience, shortsightedness — squarely in the eye and built a system specifically designed to defeat it. That’s wisdom.

Tuesday, 14 April 2026

Please Wean Off Protectionism!

 

For the past four decades, Malaysians have had to pay high prices because of huge import fees on automobiles to allow the national auto players to grow. The problem is after more than 40 years, Malaysians are still paying a substantial amount of fees to protect the car companies. When will that change? That is pertinent as the two largest expenses for the average Malaysian are the house they are living in and also the car they own. 

The national auto industry had its foundation on the Look East Policy. The industry did not follow the eventual path laid out by Japan, which started off having high protectionist barrier but those were dismantled over time. Japan, South Korea and China, which have established auto industries benefited from tariffs and non-tariff barriers to help the domestic industries grow, but these levies were removed in more recent times, especially in Japan and South Korea. 


Source: https://www.investopedia.com


Miti says national automakers, Proton-Geely and Perodua-Daihatsu, account for over 63% of local vehicle sales and there are more than 700,000 employees in the ecosystem. All together, the industry contributes about 4% of the country’s gross domestic product (GDP) annually. After decades of investment, the statement says Perodua-Daihatsu maintains a localisation rate of over 75% on its mainstream models and Proton-Geely at 76% in 2025. 

Miti says the auto industry has developed new technologies through its localisation programme, which is the aim of the national car programme, and billions of ringgit had been chanelled through the vendor programme for the benefit of the small and medium enterprises and their employees. There is no doubt that there have been benefits as the national auto industry was a prelude towards the industrialisation of Malaysia. Boosting engineering levels was also an intent of the policy. But after decades, Malaysia’s commitment to research and development as a percentage of GDP is meagre. 

FDI as a means to drive the auto industry was executed by Thailand, which now sees its auto industry not only claim the moniker of Detroit of the East but also contributes about 10% of GDP and employs more people than the ecosystem in Malaysia. Indonesia, which once tried to have its own national car project but went the way of Thailand, has its auto industry ecosystem account for between 8% and 10% of GDP. But the Thailand auto industry model also led to a large share of exports as opposed to Malaysia. Thailand exported US$24bil worth of vehicles in 2024 compared with US$481mil in Malaysia. Indonesia exported US$6.23bil worth of vehicles in 2024. 

The government is to collect about RM11.6bil in auto-related taxes in 2026 which pales in comparison with the contribution the auto sector has on GDP. Malaysia’s auto sales are dependent on the local market because of the low level of exports. At around 800,000 vehicles per year, Malaysia’s auto sales are not small but they do not offer scale to drop the unit cost against countries with larger exports or heavy subsidies are allowed to achieve. 

But that does not mean protectionist policies must continue. The welfare loss from high taxes to protect the domestic industry can be large, but policy has to be tweaked to incorporate some withdrawal of protection for the benefit of consumers. For one, Malaysian manufacturers have to increase their exports significantly if there is to be a continuation of protectionist policies. That way, forcing companies to be more competitive will only mean longer term survival in a more open market place akin to Japan and South Korea.  

Forty years of protectionism is enough! If a child remains a child at 40, the fault lies with the parents not the child. And parents should know when to let go. Why can’t the Government over a period let go these two kids – Proton and Perodua – and face market forces? 

Reference:

Time to wean off protectionism, Jagdev Singh Sidhu, The Star, 4 Apr 2026

 

Monday, 13 April 2026

Death Penalty for Fatal Corruption?

 

The Klang road tragedy has become racialised online. The blame has turned into racial stereotypes of a “drunk Indian”, while forgetting he was also high on dadah, or drugs, which are normally typecast with another racial group. The video of the accident was horrific.

Now, some are calling for the death penalty. But let’s be consistent. What about other dangerous, negligent, and corrupt behaviour that causes death? 

Some are “high” on reckless riding or driving, while others are “drunk” on bribes. All have deadly consequences.

 

Source: https://en.wikipedia.org

1. Mat Rempit

Motorcyclists made up two-thirds of 6,537 road deaths in 2025, with those aged 16 to 30 at the highest risk, according to the transport minister. In contrast, there were only 69 cases of fatal drink driving over 10 years (2011-2021), according to police statistics. 

This is not to downplay the need to punish drunk drivers, but to ask: why isn’t there similar outrage against the notorious Mat Rempit? 

2. Logging and deadly landslides 

Five people were killed in December 2021 near Bentong, Pahang, after deadly landslides laden with mud and logs. Or is it ‘Tuhan punya pasal’, as late Samy Velu will put it. 

3. Dangerous lorry, bus drivers

We have become immune to news of bus and lorry accidents. A total of 203 bus-related accidents occurred in Malaysia from January 2023 to May 2026, resulting in 39 deaths and 68 serious injuries. The causes, said police, included overworked drivers chasing tight schedules, speeding on wet roads, brake failure, worn-out tyres, and yes, drugs. News reports also point to drivers being hired despite multiple past traffic violations. Biasa la (normal la). Somehow, these don’t raise the same level of indignation as alcohol.

 

In May 2025, nine FRU men near Teluk Intan were killed by a lorry driver with six past criminal cases for drugs, rape, and theft. The carnage continues. In March, a trailer lorry smashed into three cars in Penang, causing serious injuries. The driver tested positive for syabu or methamphetamine. 

A study revealed that fatal road accidents involving heavy vehicles like lorries have claimed 1,457 lives from 2019 to 2024. That’s one life lost every 36 hours. Luckily, deaths declined in 2025. 

Finally, let’s come to government responsibility. In June last year, a tragic accident on the East-West Highway killed 15 UPSI students. Six months later, a Transport Ministry special task force released its findings. 

Highways have guardrails to prevent vehicles from plunging into ravines. However, at the accident site, they acted not to save the bus, but as a giant “spear” piercing through the left side of the vehicle, causing 11 of the 15 deaths. How did this happen? The spacing between guardrail posts was 3.8m, far over the 2m limit. The guardrail panels were installed against the flow of traffic, and multiple bolts were missing. Instead of cushioning the bus, the end of the guardrail snapped and failed to fold upon impact, becoming a sharp, piercing object. 

So, if we’re calling for drunk drivers to be hanged, what about bus and lorry drivers on drugs? What about corrupt officers who enable this bloodbath on the roads? What about transport companies that hire drivers with multiple misdeeds? 

Reference:

COMMENT | Death penalty for fatal corruption, not just drink driving? Andrew Sia, Malaysiakini, 2 Apr 2026

Friday, 10 April 2026

10 Leadership Rules for Trust & Success

 


Reference:

10 Leadership rules for trust & success, post by Afizan Amer on Linkein




Thursday, 9 April 2026

We’re Losing Our Doctors!

 

There’s a quiet crisis happening in Malaysia’s hospitals. And it’s not about equipment shortages or bed capacity. It’s about people—our young doctors who are quietly choosing to leave. Only 529 out of 5,000 housemanship spots offered this January were accepted. That’s just 10.5%. Think about that. Nearly 4,500 young Malaysian doctors said “no” to starting their medical careers at home. Not because they don’t love their country. But because they don’t see a future here. 

And Singapore? They’re ready. With open arms and contracts that offer S$110,000 (about RM385,000) to start—plus permanent jobs, pensions, and actual career paths. Recruiters are already talking to students before they even graduate. Our top medical schools—UM, UKM, USM—are becoming feeder schools for a foreign system.

 

Source: https://en.wikipedia.org

Our own system sends the wrong message. Contract after contract. Uncertainty after uncertainty. Young doctors are overworked, underpaid, and undervalued. They burn out before they’ve even begun. There’s little mentorship, unclear promotions, and barely any light at the end of the tunnel. Ending the contract system is a good first step. But it’s just that: a first step. We need permanent posts. Clear pathways. Real support. Housemanship shouldn’t be survival training—it should be a place to learn and grow. And, we can’t out pay Singapore. We shouldn’t even try. But we can compete on something deeper: respect. Purpose. The feeling that your work matters, and that you matter too. 

Young doctors want balance. They want to be recognised when they do well. They want to specialise, to research, to grow without breaking. They want public service to feel like an honour—not a trap. Forcing them to stay with bonds won’t work. Making them “want” to stay? That’s the only real solution. 

We also need to reach out to the thousands of Malaysian doctors already working abroad. Create real return pathways. Recognise their overseas experience. Let them come home without losing ground. Short-term exchanges, faster accreditation—these aren’t handouts. They’re investments. 

Here’s the hard truth: our doctors aren’t leaving because they’re disloyal. They’re leaving because the system keeps failing them. If we don’t build a healthcare system that respects, nurtures, and rewards talent, the bleeding won’t stop. 

This isn’t just about policy. It’s about people.  And it’s not about race. Even the M group is leaving. Why? No future! Madani doesn’t see it or choose to be blind. If you want good Malaysian consultants from overseas, you must create pathways. One local university offered a consultant RM60,000 p.a., when he is earning £100,000 or more in the U.K. What a joke! 

Reference:

We’re losing our doctors, but can we blame them? KT Maran, Focus Malaysia, 

31 March 2026

Wednesday, 8 April 2026

Retail Fuel Prices on the Rise?

 

The price of RON97 and unsubsidised RON95 petrol was increased by 60 sen nationwide from 26 March 2026, while the price of diesel in West Malaysia went up by 80 sen. The finance ministry said the price of RON97 will be fixed at RM5.15 per litre from RM4.55 per litre currently. Meanwhile, the price of unsubsidised RON95 fuel will be fixed at RM3.87 per litre, up from RM3.27. The price of diesel in West Malaysia will be fixed at RM5.52 per litre, up from RM4.72 per litre.

 

 

Subsidised RON95 petrol under the BUDI95 programme will remain at RM1.99 per litre, while diesel in Sabah, Sarawak and Labuan stays at RM2.15 per litre. These prices are effective until April 1. 

The ministry said the prolonged conflict in West Asia has driven global crude oil prices up by more than 40%, surpassing US$100 per barrel, thereby increasing the risk of disruptions to global oil supply. 

The measures include maintaining the price for subsidised RON95 while retaining the price of RM2.15 per litre for diesel used by public transport and land logistics. 

The main impact on consumers will be indirect. Transportation of goods will be become more expensive. Some have warned prices could rise by up to 50%. Businesses may face a sharp increase in costs. FMM estimates production costs could rise by 6% to 10%. Several sectors are impacted – form good to construction. That’s not good news to a fixed wage employee. 

Reference: 

RON97, unsubsidised RON95 rise 60 sen, diesel up 80 sen in West Malaysia, FMT Reports, FMT, 25 March 2026

 

Tuesday, 7 April 2026

Malaysia’s Tourism Hit by Fuel Shock?

 

Malaysia’s tourism sector is bracing for a sharp jump in travel costs, with tour package prices expected to climb as much as 50 per cent. Surging fuel prices impact transport and operating expenses. Malaysian Inbound Tourism Association (MITA) president Mint Leong said the increase comes as the Middle East conflict disrupts travel flows and drives up global energy prices, compounding pressure on an industry already facing cancellations and weaker demand. If the situation (in West Asia) persists, tour package prices could rise by 30 to 50 per cent. 

Tourism sector felt the impact from early March, almost as soon as the Iran war broke out.  An estimated 2,800 tour packages were cancelled in the first week of the conflict.  Beyond cancellations, the sharp rise in diesel prices is emerging as a key pressure point, given that transport operators rely heavily on diesel, and so are facing surging operating costs.

 

Source: https://en.wikipedia.org

Renting a tour bus previously cost between RM1,040 (S$333.70) and RM1,205 a day when diesel cost RM3.04 a litre. The cost has now risen to between RM1,900 and RM2,200 – a nearly 83 per cent increase, with Malaysia’s diesel prices now at RM5.52 a litre. The spike is squeezing margins across the tourism value chain, from transport providers to hotels and F&B operators. Because tour packages are typically contracted months in advance at fixed prices, operators are unable to pass on the higher costs. Tourist buses, vans and ferries have been excluded from the national diesel subsidy since 2024, leaving those operators particularly exposed to price volatility. 

In the meantime, operators are exploring alternative strategies to mitigate disruptions, including rerouting travellers through China and tapping into regional demand. In 2025, Malaysia welcomed 42.2 million visitors, 11.2 per cent more than the year before. Tourism receipts came in at RM110.6 billion.  Building on this momentum, the country hopes to clock 47 million foreign arrivals and a record RM147.1 billion in receipts for the Visit Malaysia 2026 campaign. Industry groups say the combined impact of rising costs and falling demand is beginning to strain cash flow. 

Malaysia’s tourism sector relies heavily on advance bookings from long-haul travellers, particularly from Europe, North America and the Middle East, said Wong. However, geopolitical tensions and higher airfares have led to postponements, leaving gaps in expected revenue. The crisis is also exposing longer-term structural challenges within the industry.

Tourism operators affected, hotels will be impacted, restaurants will have less customers and all-related enterprise will go down. Has there been an urgency to address issues for tourism and the many other sectors? I don’t see it yet! The MOF and the Economy Ministry need to draw-up a “survival” plan soon! 

Reference:

Malaysia tourism hit by fuel shock; tour prices may jump 50%,  Tan Ai Leng, The Business Times, 30 March 2026