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OF
more interest to European shippers these
days than the enlarged Panama Canal and
the projected Nicaragua Canal, is the idea
of a Kra Canal across Thailand that stands
to shave weeks of the typical Asia-Europe
rotation, though it might put Singapore
and Port Klang in mortal peril.
Especially
now, that China, under its "One Belt
One Road" initiative to restore the
spirit of Marco Polo's Old Silk Road, has
opened up to the idea that has been kicking
around for more than 300 years.
The
Kra Canal, which if built would cut out
today's the southern plunge to Singapore
by cutting across the Malay Peninsular before
the crossing the Indian Ocean into the Red
Sea and Suez.
The
canal, which would take 10 years to build
at an estimated US$28 billion, would drastically
reduce sailing time between European ports
and Far East ports such as Hong Kong, Shanghai,
Tokyo and Busan, notes Harry Valentine writing
in Fort Lauderdale's Maritime Executive
magazine.
"Major
Asian transshipment ports such as Colombo
and Singapore are geographically closer
to Europe and the east coast of North America
sailing via the Suez Canal, than via the
proposed Nicaragua Canal," he writes.
"The
sailing route via the Panama Canal does
offer an alternative route to sailing through
the Malacca Strait and Gulf of Aden where
pirates lurk, also bypassing Middle Eastern
political turmoil that could affect shipping
through the Suez Canal," he said.
The
Kra Canal idea's immense value to Europe
and east coast North America would slash
costs to both through truncated voyages,
mega ships and what is increasingly likely
to be the new normal of low oil prices.
But
there are problems. The canal could be anywhere
between 50 and 100 kilometres (30 and 60
miles) depending on the route chosen. At
a depth of 25 metres (82 feet) below sea
level the width of the Kra Isthmus is about
200 kilometres (120 miles). At 50 metres
(160 feet) below sea level this becomes
about 400 kilometres (250 miles).
The
width of the Kra Isthmus at its minimum
is only 44 kilometres (27 miles), but the
height of the interior mountain chain is
75 metres (246 feet). Compare this to the
Panama Canal: length of 77 kilometres (48
miles), but highest point at the Culebra
Cut was only 64 metres (210 feet). The Panama
Canal passes this point at a height of 12
metres (39 feet) (canal bottom) and 26 metres
(85 feet) (water line), thus ships have
to be lifted with locks to a height of 26
metres (85 feet) above the ocean.
Problems
notwithstanding, the canal from the Gulf
of Thailand to the Andaman Sea, now appears
on China's "One Belt One Road"
to-do list. As China's big project these
days, it puts new life which has been little
more than an occasional talking point since
1677 when the King of Siam thought it would
be a good idea.
Various
potentates since, including Suez Canal builders
in the 19th century, found too many obstacles
in the way. Siam's fear of the colonial
powers gaining undue influence was also
a factor. Also British Empire was not keen
on having fortress Singapore bypassed.
In
2005 an internal report prepared for US
Secretary of Defence Donald Rumsfeld was
leaked to The Washington Times, spelling
out China's strategy of underwriting construction
of the canal across the Kra Isthmus, Chinese
port facilities and refineries, as part
of its "string of pearls" strategy
of forward bases and energy security.
The
Chinese plan called for construction over
10 years employing roughly 30,000 workers.
China already has oil and gas pipelines
from Kyaukphyu, across Myanmar to China's
Yunnan province, bypassing a potential shipping
chokepoint of the Malacca Strait.
Chinese
consortia led by the China International
Trust and Investment Corporation (CITIC)
conglomerate, includes China Harbour Engineering
Company, China Merchants Holdings, TEDA
Investment Holding and Yunnan Construction
Engineering Group. as well as Thailand's
Charoen Pokphand Group, report Xinhua news
agency.
In
early-2015, calls for yet another feasibility
study of the canal have been put forward,
a leading proponent being the Thai-Chinese
Culture and Economic Association of Thailand
(TCCEAT).
Supporters
of the canal believe that it would end Thailand's
economic slump and make it a "global
shipping and economic hub, rivalling the
Panama Canal". Last May, a memorandum
of understanding was signed by the China-Thailand
Kra Infrastructure Investment and Development
company in Guangzhou to advance the project.
While
there are upsides and downsides to the project,
it is certain that such a waterway would
greatly facilitate the flow of goods to
and from the Far East not to mention oil
and gas. Of course, Singapore and Port Klang
would have much to worry about.
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