All routes lead to China

 

After a US$1 trillion investment, the e has evolved into a global infrastructure and economic strategy involving more than 150 countries.

Two months ago, China inaugurated a new train service that adopts a sea-road-rail intermodal approach, reducing the transit time to about 18 days for about 4,300km – more than a 50% increase in efficiency – and notably avoids passing through the Strait of Malacca.

Its full name, the “Zheng He” Sea-road-rail International Multimodal Transport Service, departs from Kunming, carrying 26 containers of Yunnan specialities, including vegetables, fertilisers and animal feed. It then traverses the China-laos Railway to Vientiane, Laos, and then divides into three routes to complete the transportation.

Route one transfers to the Thai railway network to reach Changwat Saraburi in Thailand, route two connects to road transport to Laem Chabang Port in Thailand, followed by sea freight to Singapore.

And route three connects to road transport to Ranong Port in Thailand, then by sea to Yangon Port in Myanmar, and thence by sea to Chittagong Port in Bangladesh.

Named after the renowned navigator Zheng He, a favourite son of Kunming, this amazing feat of engineering has opened up goods from the mainland and Yunnan specifically to new markets, saving costs and resources.

One of these new markets could potentially be Malaysia.

With China being Asean’s largest trading partner, Malaysia’s geographical position makes it a crucial node for the Maritime Silk Road, with its ports and infrastructure playing a pivotal role in regional connectivity and trade.

A key BRI initiative is the East Coast Rail Link (ECRL), a massive infrastructure project connecting the east and west coasts of the peninsula with 20 stations along its route.

Construction work for the 665km railway project has reached 86% completion as of July, despite several hiccups and challenges throughout its development and implementation phases. It is expected to be completed by the end of 2026.

Aimed at improving connectivity and stimulating economic development, the project traversing Kelantan, Terengganu, Pahang and Selangor is set to be an economic game changer, especially in boosting Malaysia’s transportation network.

Travel time between Kota Baru and the Klang Valley is anticipated to be around four hours, compared to seven hours or more by road during festive seasons.

In March, Investment, Trade and Industry Minister Tengku Datuk Seri Zafrul Abdul Aziz said the ECRL will serve as a catalyst for socioeconomic growth and is expected to increase the country’s GDP by 3.78% by 2047. - 

In April, the Malaysian Investment Development Authority said the ECRL is anticipated to generate RM1.4 trillion for Malaysia’s economy by 2047 with a focus on industrial parks, logistics hubs and transit-oriented developments.

The numbers quoted are impressive, but for the ECRL to truly be effective, there must be a further rail connection with the Thai rail network.

There has been talk of extending the ECRL from Kota Baru to the Sungai Golok border in Thailand to create a seamless connection. This in turn can ensure a transfer of goods from Yunnan and vice versa.

While talks are ongoing between the Thai and Malaysian governments, there are obstacles in the way. Flood risks in the low lying Rantau Panjang stretch is a worry, as is track compatibility because the ECRL uses a standard gauge (1.435m wide), while the State Railway of Thailand uses a 1m gauge.

Technical issues aside, there is political consensus to see the connection happen and it would stimulate trade between the two countries.

As the BRI evolves, it is prompting discussion and debate as to its optimal scale, design, benefits and impact. What cannot be denied is that this initiative continues to be a significant geopolitical force, with its influence on regional and global development being recognised worldwide.

This is no longer a speculative blueprint; it is the largest modern infrastructure initiative in human history. - by ),Brian Martin,